213624-Volvo C70 2006-2013 PDF

ENGINE Engine Control - Removal, Replacement And Installation
ENGINE
Engine Control - Removal, Replacement And Installation
ACCELERATOR PEDAL
REMOVAL AND INSTALLATION
Fig. 1: Identifying Accelerator Pedal

Courtesy of VOLVO CARS CORPORATION
Torque: M6
10 Nm
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Symptom Verification
ACCESSORIES AND BODY, CAB
Other Electrical Equipment - Symptom Verification
ALARM, CHECKING FUNCTION

CHECKING ALARM SYSTEM FUNCTIONS
Central electronic module (CEM) is the main module for the alarm functions. When a locking command is
received by the Central electronic module (CEM), the Central electronic module (CEM) will first lock the
central locking system and then activate the alarm. A long flashing signal, from the vehicle's direction
indicators, confirms that the alarm is activated and that the doors are locked. The alarm LED will start to flash
directly after the system has been activated. How the vehicle confirms that the alarm is activated can be adapted
to the customer's wishes by programming the Infotainment control module (ICM).
The alarm should trip when:
 Door, bonnet or boot lid are opened.

 A non-approved key is used in the keyhole or if the key has been tampered with.
 Movement detected in the passenger compartment (only applies if the vehicle is equipped with a
movement sensor).
 The vehicle is lifted or towed away (only applies if the vehicle is equipped with a level movement
sensor).
 Someone attempts to disconnect the siren or battery.
 The panic function is activated via the remote key.
The siren is used as the sound source for the alarm function. The siren includes an internal battery which is
charged when the lights are on. The climate affects the life of the battery. Consequently the siren should be
replaced at regular intervals.
Remote key includes an internal battery. When the battery in the remote key runs down a message is shown on
the driver information module (DIM). Another indication that the remote key's battery is running down is a
reduction in the remote key's range.
Check the different alarm system functions as follows:
NOTE: The alarm shall trip during each test, a siren shall sound and all direction
indicators flash. It should be possible to deactivate the alarm using the remote
key's unlock button or by inserting the remote key in the starter switch. A signal
confirming alarm deactivation must be given by the direction indicators (two
short flashes).
Testing the movement sensor
 Sit in the vehicle.

 Deactivate the movement sensor, then activate the alarm.

 Wait 30 seconds. Without moving.
 Test the movement senor in the passenger compartment by moving.
Testing the function of the indicator LED
 Check the LED status before and after alarm activation and with the ignition switched on.
Interpret LED indication flashing as follows:
 Unlit LED, indicates that the alarm is deactivated

 The LED flashes rapidly, after the alarm has been deactivated, up until the ignition is switched on.
Indicates that the alarm has been tripped.
 The LED flashes once per second after the vehicle's direction indicators have produced one long flashing
signal. Flashing indicates that the alarm is activated.
Testing the panic function
 Hold in the button with the red triangle for at least three seconds or press the button twice within three
seconds.
 The function is switched off using the same button after the function has been activated for at least five
seconds.
Testing the doors
 Open all windows.

 Wait 30 seconds.
 Open one of the doors by using the handle on the inside of the door.
Testing the hood
 Sit in the vehicle.

 Open the bonnet with the handle below the instrument panel.
Test of automatic activation (market dependent)
 Activate the alarm.

 Deactivate the alarm with the remote key. Do not open the doors or hoods.
 Wait two minutes. The vehicle shall automatically activate the alarm and lock the doors.
NOTE: If a vehicle gives a false alarm this can be due to:
 Alarm system failure.

 That different layers of air form in the vehicle's passenger compartment on
account of changes in temperature. The alarm can trip when the layers of
air begin to move in the passenger compartment.
Verification
If the customer experiences frequent false alarms it is advisable to let a mechanic fault trace the system.
ALCOLOCK (ALCOHOL ANALYZING START INHIBITOR), CHECKING

FUNCTION
CHECKING FUNCTION, ALCOLOCK (ALCOHOL ANALYZING START INHIBITOR)
In a vehicle with Alcoguard (Alcolock, Alcohol Analyzing Start Inhibitor) installed, the driver must perform a
breath test in the alcolock's hand unit. If the test is approved (alcohol content less than 0.2 percent alcohol),
vehicle start is allowed.
The alcolock's (Alcohol Analyzing Start Inhibitor) hand unit is located behind the instrument panel in a holder
that also functions as a charger. If the hand unit has been securely fastened in the holder, it shall be activated
when it is removed. Otherwise it can be turned on with the ON/OFF-button (5).
A test result can be sent from the alcolock's (Alcohol Analyzing Start Inhibitor) hand unit within a radius of 10
meters from the vehicle. The result from breath test is stored in the alcolock (Alcohol Analyzing Start Inhibitor)
for 30 seconds and can be sent again with the send button (4) on the hand unit. Driver information module
(DIM) gives information about what shall be done for the vehicle to start. However, the information is only
shown in case of incorrect handling.
If a new start attempt is made within 30 minutes after the engine last was turned off, a new breath test does not
have to be performed to enable vehicle start.
HINT: For the alcolock (Alcohol Analyzing Start Inhibitor) to work correctly for breath test, radio
transmitting objects should not be close by.
It is possible to by-pass the alcolock, so that the vehicle can be started without an approved breath test, by
pressing and holding in the -button (located on direction indicator) and the button for hazard flashers at the
same time for 5 seconds. When installing the system, choose if it shall be possible to by-pass the vehicle more
than once.
In addition to the light-emitting diode (2) which responds to the driver's breath test, there are two light-emitting
diodes that show the battery's charge level (1) and if the hand unit is ready for testing (3).
For the alcolock (Alcohol Analyzing Start Inhibitor) to work, it must be calibrated every year. A message in the
Driver information module (DIM) 30 days before last calibration date is shown when calibration is to take
place.
HINT: Start problems for vehicles with alcolock (Alcohol Analyzing Start Inhibitor) do not have mean
that the problem is with the alcolock.
Alcolock (Alcohol Analyzing Start Inhibitor) cannot be used in vehicles with keyless entry system.
Verification
Access to the vehicle is necessary for the following checks.
 Ignition on.
 Activate the alcolock (Alcohol Analyzing Start Inhibitor) if it is turned off.
 Wait until the hand unit's right light (3) is green.
 Press the ON/OFF-button (5) and the send button (4) at the same time to exclude possibility of restart
without approved breath test.
 Blow in the hand unit until the sound stops (takes approx. 5 seconds).
 Check that the indicator diode (2) is green, yellow, or red.
 Press the send button (4) on the hand unit (must be within a radius of 10 meters of the vehicle).
Check that the vehicle can be started.
Fig. 1: Identifying Alcolock (Alcohol Analyzing Start Inhibitor)

PARKING ASSISTANCE FRONT/REAR, CHECKING FUNCTION

CHECKING FUNCTION, FRONT/REAR PARKING ASSISTANCE
The parking assistance system is activated automatically, when the vehicle is started and the text message
"Parking assistance active, Switch off with Exit" is displayed in the display of the center console.
 Parking assistance is active at speeds below 15 km/h. At higher speeds, the system deactivates. When the
speed drops below 10 km/h, the system is activated again.
 The closer the vehicle gets to the object in front or behind, the more frequent the signals become. At a
distance of approx. 30 cm, the tone should be constant.
Rear parking assistance
 Parking assistance in reverse activates when reverse is engaged.

 The measurement range behind the vehicle is approximately 1.5 m. The minimum size of the object that
can be detected is a pipe shaped object with a minimum length of 850 mm and a minimum diameter of 85
mm.
Front parking assistance
 Parking assistance forwards is active at speeds below 15 km/h.

 The measurement range in front of the vehicle is approximately 0.8 m. The minimum size of the object
that can be detected is a pipe shaped object with a minimum length of 850 mm and a minimum diameter
of 85 mm.
 A message is shown in the text display, in the driver information module, in case of many malfunctions in
the parking assistance system.
 Snow and ice on the sensors can impair the function.
 If a trailer is connected or a bicycle holder is on the tow hitch, the system must be switched off.
 The front parking assistance cannot be combined with auxiliary lamps as the sensors react to them.
Verification
Access to the vehicle is necessary for the following checks.
 Ignition on or start the engine.

 Engage reverse gear.
Does the text "Parking assistance active, switch off with Exit" appear in the display?
If the text "Parking assistance inactive, activate with Enter" appears, press Enter to activate.
Is sound emitted from the loudspeakers, if there is an object behind the vehicle?
Test by placing an object or having a person stand behind the vehicle. Move the object/person both closer to and
further away from the vehicle and check that the sound frequency increases the closer one gets. At a distance of
approx. 30 cm, the tone should be constant.
The sound is emitted from the right-hand rear loudspeakers.
If the vehicle is equipped with front parking warning, this is tested in the same way, by placing an object or
having a person stand in front of the vehicle. The sound must come from the front loudspeaker on the driver's
side of the vehicle.
REAR WINDOW WIPER/UNUSUAL NOISE, SYMPTOM VERIFICATION

REAR WINDOW WIPER/UNUSUAL NOISE
SYMPTOM VERIFICATION
NOTE: The symptom should always be verified together with the customer.
The following tip may be of help to decide if the symptom is due to a product feature or if continued
troubleshooting is needed.
TIP: Working sound from wiper motor is OK up to vehicle speed of approx. 70 km/h.
WINDSHIELD WIPER/UNUSUAL NOISE, SYMPTOM VERIFICATION

WINDSHIELD WIPER/UNUSUAL NOISE
NOTE: The symptom should always be verified together with the customer.
The following tip may be of help to decide if the symptom is due to a product feature or if continued
troubleshooting is needed.
TIP: Sound from windshield wipers may appear after car wash with wax.
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Design and Function
Other Electrical Equipment - Design and Function
ALARM
DESIGN
see DESIGN
DIAGNOSTIC FUNCTIONS
see DIAGNOSTIC FUNCTIONS
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
ALCOHOL ANALYZING START INHIBITOR

DESIGN
see DESIGN
DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE
see DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
GENERAL DIAGNOSTICS
BACKGROUND
see BACKGROUND
DIAGNOSTIC VERSIONS AND COMMUNICATION METHODS
see DIAGNOSTIC VERSIONS AND COMMUNICATION METHODS
DIAGNOSTICS AND SERVICES
see DIAGNOSTICS AND SERVICES
INTRODUCTION
see INTRODUCTION
PRACTICAL USE OF DIAGNOSTICS
see PRACTICAL USE OF DIAGNOSTICS
TOOLS FOR DIAGNOSTICS
see TOOLS FOR DIAGNOSTICS
WHERE DO I FIND THE INFORMATION IN VIDA (VOLVO SCAN TOOL)
see WHERE DO I FIND THE INFORMATION IN VIDA
IMMOBILIZER/START INHIBITION
DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW

KEYLESS VEHICLE MODULE (KVM) (2006-2007)

DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW

DESIGN
see DESIGN
DOWNLOADING SOFTWARE AND REPLACING CONTROL MODULE
see DOWNLOADING SOFTWARE AND REPLACING CONTROL MODULE
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
PARKING ASSISTANCE MODULE (PAM)

DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
SOFTWARE DOWNLOADING
DOWNLOADING SOFTWARE
see DOWNLOADING SOFTWARE
GENERAL INFORMATION
see GENERAL INFORMATION
ORDERING SOFTWARE PRODUCTS
see ORDERING SOFTWARE PRODUCTS
RESETTING CUSTOMER PARAMETERS
see RESETTING CUSTOMER PARAMETERS
SOFTWARE PRODUCTS
see SOFTWARE PRODUCTS
THE VOLVO CENTRAL DATABASE
see THE VOLVO CENTRAL DATABASE

WINDSHIELD AND HEADLAMP WASHING

DESIGN
see DESIGN
FUNCTION
see FUNCTION
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Installation Instructions, Accessories
Other Electrical Equipment - Installation Instructions, Accessories
ALARM, SIREN (ALL)

ALARM, SIREN
NOTE: This accessory is connected to the car's electrical system. It requires software
unique to the car.
REMOVE / INSTALL
Fig. 1: Identifying Turning Ignition To Position 0

 Turn the ignition key to position 0.

Fig. 2: Identifying Windshield Wipers

 Note the position of the windscreen wipers on the windscreen.
Undo the nuts and remove the windscreen wipers.

Fig. 3: Identifying Clips

 Remove the four clips (1) in the panel by tapping out the center pin.
 Rotate the two clips (2) 90° towards each other.
 Detach the panel first on the right-hand side and pull it up from the right-hand wiper shaft.
 Pull the panel up from the left-hand wiper shaft.
NOTE: The panel has little space on the left-hand side. Pull carefully so that the
clips on the underneath/rear edge do not break.
 Remove the panel carefully. Pull it up at the front edge and then pull it forwards.
Fig. 4: Identifying Connector Plugged Into Siren

 Remove the protective nuts on the car's two studs below the front edge of the windscreen. The siren is
located on the right-hand side.
 Slide the siren as far to the left as possible along the bracket's slot.
 Install two nuts from the kit and torque tighten to 10 Nm (7 lbf. ft.) .
 Remove the protective plug from the pre-routed connector and plug the connector into the siren.
 Reinstall the panel above the wiper motor.

 Reinstall the windscreen wipers and set them in the correct position.
 Tighten the nuts. Tighten to 24 Nm (18 lbf. ft.) .
Fig. 5: Identifying Removal Of Nozzle Covers

 Remove the covers for the nozzles for the headlamp washers on the right and left-hand sides. Carefully
grip the cover. Pull the cover out until its catch becomes accessible.
Fig. 6: Identifying Catch Pressed Up

 Press the catch up. Remove the cover. Do not damage the painted surfaces or the washer nozzles.
Fig. 7: Identifying Screws To Air Baffle

 Remove the screws to the air baffle.

Fig. 8: Identifying Screws Holding Bumper Shell In Fender Liner

 Remove the five screws holding the bumper cover in the wing liner on the left and right-hand sides.
Fig. 9: Identifying Clips And Screws

 Push in the center of the clips (1). Remove the clips.

 Remove the screws (2).
Fig. 10: Identifying Center Of Clips Pressed-In

 Press in the center of the four clips on the front air intake and remove them.
NOTE: One clip is concealed.
 Remove the cover.

Fig. 11: Identifying Removal Of Front Air Intake

 Press the holders in and remove the front air intake.

Fig. 12: Identifying Removal Of Screws From Air Intake

 Remove the two screws on the air intake.
Fig. 13: Identifying Removal Of Air Intake

 Remove the air intake by turning it clockwise one quarter of a turn.

Fig. 14: Identifying Removal Of Bonnet Catch Cover

 Remove the two screws for the panel over the bonnet catch.
 Remove the panel. Lift it up at the rear edge and then pull it backwards.
Fig. 15: Identifying Removal Of Wire Sleeve From Hood Lock

 Unhook the wire sleeve and the wire from the mounting in the bonnet catch.
Fig. 16: Locating Bonnet Catch Screws

 Remove the bonnet catch screws.

 Remove the bonnet catch.
Fig. 17: Identifying Pre-Routed Connector

 Unplug the pre-routed connector from the parking module in the bonnet catch by pressing in the catch
and pulling.
 Place the bonnet catch to one side, it shall not be used again.
Fig. 18: Identifying Connectors

 Take the new bonnet catch from the kit and secure it with the existing screws.
 Torque tighten the screws to 24 Nm (18 lbf. ft.) .
 Plug the bonnet catch's connector (1) into the pre-routed connector (2).
 Secure the wire and the sleeve in the new bonnet catch.
 Reinstall the panel above the bonnet catch.
 Reinstall the air intake.
 Reinstall the bumper cover using the five clips and the two screws in the upper edge.
 Reconnect the connectors for the fog lamps if applicable.
 Make sure that the air baffle engages its mounting correctly. Reinstall the air baffle screws.
 Press the end faces for the bumper cover into the body and reinstall the five screws at the front edge of
the wheel housing (on the right and left-hand sides).
 Download the software for the accessory's function following the service information in VIDA (Volvo
scan tool).
ALCOGUARD, KIT NUMBER 30756979 (2009-2012)

ALCOGUARD, KIT NUMBER 30756979
REMOVE / INSTALL
Fig. 19: Identifying Application Of Alcohol Lock

 Activate (and calibrate) the alcohol lock according to the description in the Technical Journal in TIE.
Relevant journal is TJ 19265 "Alcoguard, calibration and activation software, AWARD v.6. x. x" .
The necessary software can also be found there.
 After installing the software on a PC according to the TJ, connect the alcohol lock to the PC using the
supplied communication cable. A question asking whether to activate appears automatically (if the lock is
not activated), otherwise nothing special happens.
Fig. 20: Identifying Ignition Switch Turned To Position 0

 Turn the ignition switch to position 0.
NOTE: Wait at least three minutes before unplugging the connectors or removing other
electrical equipment.
Fig. 21: Identifying Rear Center Console Panel

 Open the glovebox.

 Carefully pry off the panel inside the center console. Use a plastic weatherstrip tool. The panel is secured
by two clips on each of the short sides.
 Pull the panel off downwards.
Fig. 22: Identifying Panel

 Remove the panel on the right end of the dashboard. Carefully pry it loose all around with a weatherstrip
tool, until the three legs release.
NOTE: Do not damage the dashboard.

Fig. 23: Identifying Vent Clip

 Detach the clip holding the nozzle from the glove compartment.
Fig. 24: Locating Glovebox Screws

 Remove the glove compartment's rubber mat.

 Remove the five screws in the opening to the glovebox.
 Pull the glove compartment straight back to loosen the two hidden clips in the upper edge.
 Remove the outer section of the glovebox.

 Unplug the connectors on the top.

Fig. 26: Identifying Center Console Screws

 Remove the two remaining screws at the rear of the center console.
 Put away the screws and get new ones from the kit.
Fig. 27: Identifying Wire Hooked And Routed To Slot

 Take the holder from the kit and insert the green connector in the lower hole and pull through the whole
wire.
 Hook on the wire around the lip in the upper hole and place it in the slot at the top.
Fig. 28: Identifying Secured Wire

Fig. 29: Identifying Installation Of Holder With Screws

NOTE: Be careful when tightening the bolts, as it is easy to tighten them in too far.
 Take the two longer screws from the kit.

 Install the holder with the two screws in the upper edge and tighten.
 Tighten the bolts so that the head just has contact against the holder.
 Then tighten the bolts slightly more.
 Check that the holder is fastened at the top.
Fig. 30: Identifying Adjustment Of Holder

NOTE: The lower holes are angled 45° .
 Press the holder's middle part against the center console's rear side. Make a distinct mark through the
middle of the hole in the holder with a scribe to get the self-tapping screw to center better.
 Repeat the operation on the other side.
Fig. 31: Identifying Installment Of Screws

 Take the self-tapping screws from the kit and tighten them.
Fig. 32: Identifying Filed Slot

 File a slot in the panel for the holder's wire as shown.

Fig. 33: Identifying Wire Secured With Tie

 Pull up the wire from the holder to the green connector for the display.
 Clamp the wire to the connector's cable harness so that the wire reaches down to the holder and so that it
fits in the slot in the panel.
Fig. 34: Identifying Wire Secured With Tie

 Get the wire coming from the holder and attach it on the right side of the center console. The wire shall be
attached to the existing cable harness with a cable tie from the kit.
Fig. 35: Identifying Hole Dimensions

 Drill a Ø 10 mm (25/64") hole on the left side of the glove compartment's outer part.
 Remove any metal shavings.
Fig. 36: Identifying Plugged In Connector

 Get the adapter wire from the kit and plug in one connector to the connection for the glove compartment
lighting.
 Route the wires at the lower edge to the other side.
Fig. 37: Identifying Wires And Connector Fastened With Butyl Tape
 Fasten the wires and the little green connector with pieces of butyl tape.
INSTALL
Fig. 38: Identifying Insertion Of Small Connector And Cable

 Insert the little green connector and the whole wire in the glove compartment's outer part.
Fig. 39: Identifying Wire Fastened With Butyl Tape

 Fasten the wire at the hole with a piece of butyl tape.

Fig. 40: Identifying Attachment Of Connector To Courtesy Lighting

 Get the outer glove compartment and plug in the connector from the glove compartment lighting to the
corresponding in the new adapter wire.
 Plug in remaining connector in the adapter wire for the glove compartment lighting.
Fig. 41: Identifying Attachment Of Green Connector

 Plug in the green connector from the holder to corresponding on the adapter wire for the glove
compartment lighting.
 Fasten the grey connector on the glove compartment's outer part.

 Install and tighten down the glove compartment's outer part.

 Roll up the wire in the glove compartment and fasten it with the Velcro strap.
Fig. 43: Identifying Rear Center Panel

 Fit the wire from the holder in the slot on the panel and press to fasten.
Fig. 44: Identifying Routed Cable


Fig. 46: Identifying Dashboard Side Panel

Fig. 47: Identifying VIDA (Volvo Scan Tool) To Program Software

scan tool).
ALCOLOCK, INSTALLATION KIT

ALCOLOCK, INSTALLATION KIT
PREPARATIONS
Fig. 48: Disconnect Battery Negative Lead


 Disconnect the battery negative lead.
NOTE: Wait at least five minutes before disconnecting the connectors or removing
other electrical equipment.
Fig. 49: Locating Screws In Soundproofing Panel

 Remove the three screws in the soundproofing panel on the left-hand side.
 Push the carpet on the left-hand side of the center console to one side.
 Carefully pry off the soundproofing panel from the top edge of the dashboard. Use a weatherstrip tool.
The panel is secured by two clips at the top edge.
Fig. 50: Identifying Lighting Connectors

 Disconnect the connector for lighting (1) and remove the soundproofing panel.
Fig. 51: Identifying Carpet

 Fold the carpet to one side on the left-hand side.
INSTALLATION
Fig. 52: Identifying Cable Harness Connectors

 Place the fuse holder and connector for the alcolock on the member and secure them with tie straps.
 Place the ground connection for the cable harness at the front ground terminal in the A post.
Fig. 53: Identifying Installation Of Ground Lead

 Install the ground lead, use new screws from the kit.
Tighten the M6 screw to 10 Nm .
 Fold back the carpet.

Fig. 54: Identifying Ignition Switch Cable And Connector

 Disconnect the existing connector from the ignition switch.

 Connect the connectors from the new cable harness to the corresponding connector in the ignition switch
and the existing disconnected cable.

 Connect the connectors from the new cable harness to the corresponding connector for lighting (1), which
was previously disconnected.
 Reinstall the soundproofing panel.
Fig. 56: Connecting Negative Battery Lead

Fig. 57: Identifying Alcolock Connector Terminals

Connector for alcolock
1. 30+ feed (battery supply)

2. 15+ feed (ignition supply)
3. Start-in (kl50)
4. Start-out (kl50)
5. Preheat, act-low
6. Ground-, (31)
7. 30+ feed, controlled
NOTE: 30+ battery supply (1) must only be used in exceptional cases when log
function for disconnection of the alcolock is required. In all other cases, 30+
battery supply (7) should be used, to prevent shortening the service life of the
battery.
VOLVO GUARD ALARM SYSTEM, MOVEMENT SENSOR

ALARM, MOVEMENT SENSOR
NOTE: When affixing the tape, the underlying surface must maintain a temperature of
at least +20°C (68°F).
PREPARATIONS
Fig. 58: Identifying Ignition Off Position


Fig. 59: Identifying Centre Section Of The Rear Seat Backrest

 Remove the center section of the rear seat backrest.

Fig. 60: Undo The Two Rear Backrests

 Undo the two rear backrests by pulling them at the top.

Fig. 61: Detach The Seat Cushion

 Detach the seat cushion by gripping the front edge and pulling it forward.
Fig. 62: Identifying Center Console Panel

 Carefully use a weatherstrip tool to pry loose the panel at the rear edge of the center console. Unplug the
connectors.

 Remove the screws.


 Pull the panel away downwards.
Fig. 65: Identifying Display And Media Player Surround

 Detach the surround around the display and the media player: Press in the catch at the edge of the media
player cover. Use a small screwdriver. Carefully pry off the surround at the corner. Use a plastic
weatherstrip tool.
NOTE: Do not damage the panel and dashboard.
Repeat the operation on the other side.
HINT: If the other side does not detach, press the detached side into position again and repeat the
procedure, beginning from the other side.
 Fold the surround backwards. Remove by pulling upwards.

Fig. 66: Identifying Display Module

 Press out the display module (1) from the reverse of the center console. Use both hands and press straight
back.
 Disconnect the two connectors. Put the display to one side.
Fig. 67: Identifying Dashboard Centre Console Screws

 Remove the two screws holding the center console to the dashboard.
 Remove the connector on the reverse of the dashboard environment panel.
 Remove the center console from the dashboard and tunnel console.
Fig. 68: View Of Gear Selector Boot

Applies to cars with manual gearbox
 Detach the gear selector boot by prying loose the front edge using a weatherstrip tool.
 Thread the boot through.
Fig. 69: Identifying Rear Tunnel Cupholder

 Remove the rear cupholder from the rear tunnel compartment by prying the front edge and pressing in the
two catches.
Fig. 70: Removing Rear Tunnel Compartment Screws


Fig. 71: Removing Rear Tunnel Compartment

 Remove the rear tunnel compartment by pulling it upward/rearward so that it releases from its retainers.
Fig. 72: Raise The Armrest

 Raise the armrest.

Fig. 73: Remove Rear Tunnel Compartment Cover

 Remove the cover.

Fig. 74: Remove Rear Tunnel Compartment Screws


Fig. 75: Remove Center Console Cover Panel

 Remove the cover panel.



Fig. 77: View Of Handbrake Boot Frame

 Detach the handbrake boot frame from the tunnel compartment.
Fig. 78: Remove Handbrake Lever Boot

 Remove the boot from the handbrake lever.

Fig. 79: Locating Front Connector

 Unplug the front connector.

Fig. 80: Locating Rear Connector And Clip

 Unplug the rear connector and clip.

Fig. 81: Raise The Rear Edge Of The Tunnel Compartment

 Apply the handbrake.

 Raise the rear edge of the tunnel compartment about 45° so that it is free of the handbrake lever. The lift
the compartment upwards and rearwards.
 Position the tunnel compartment bottom side up.
INSTALLATION
INSTALLING THE FRONT MOVEMENT SENSOR

Fig. 82: Locating The Three Guide Lugs

 Locate the three guide lugs on the back of the tunnel compartment.
Fig. 83: View Of Sensor Position Between The Guide Lugs

For tunnel compartment without pre-drilled holes
 Take the movement sensor without mounting eyelets from the kit. Position the sensor between the guide
lugs with the label facing up and the connection facing forwards.
 Make markings (1) 18 mm from the lower long side at the edge of the sensor.
Fig. 84: Identifying Sensor Drill Hole Markings

For tunnel compartment without pre-drilled holes
 Remove the sensor and drill holes in the markings using a Ø6 mm (1/4") bit.
Fig. 85: Clean Tunnel Compartment Area

 Use isopropanol to clean the area of the tunnel compartment where the movement sensor will sit. Allow
to dry.
Fig. 86: Clean Smooth Side Of Movement Sensor

 Use isopropanol to clean the smooth side of the movement sensor without mounting eyelets. Allow to
dry.
Fig. 87: View Of Double-Sided Tape To Movement Sensor

 Affix the double-sided tape to the movement sensor.

Fig. 88: Identifying 4-Pin Green Connector

 Remove the tape holding the pre-routed, 4-pin green connector in place.
Fig. 89: View Of Movement Sensor Connector

 Plug in the connector to the movement sensor.

Fig. 90: View Of Movement Sensor Position Between Guide Lugs

 Remove the protective backing from the tape and position the movement sensor between the guide lugs as
shown in the illustration. Press hard so that the tape adheres.
Fig. 91: Secure The Sensor With Tie Strap

 Secure the sensor with a tie strap threaded first through the rear hole and then through the front. The tie
strap catch should face rearwards.
INSTALLING THE REAR MOVEMENT SENSOR

Fig. 92: View Of Pre-Routed Cable Harness On The Floor Beneath The Rear Seat
 Remove the tape holding the connector of the pre-routed cable harness on the floor beneath the rear seat.
Fig. 93: Identifying Movement Sensor Screws

 Take the other movement sensor from the kit and position it at the back part of the floor on the existing
screws. Secure it with two nuts from the kit.
Fig. 94: Identifying Movement Sensor Connector

 Plug in the pre-routed connector to the movement sensor.
REINSTALL
Reinstall:
 the tunnel compartment with panels

 the connectors
 the handbrake lever boot
 the rear tunnel compartment with cupholder
 the center console
 the gear selector boot (hook the rear edge into place first)
 the display unit
 the panel behind the center console
 the seat cushion
 the backrests.
 Download the software for the accessory's function.
ELECTRICAL Alternator And Regulator - Removal, Replacement And Installation
ELECTRICAL
Alternator And Regulator - Removal, Replacement And Installation
ALTERNATOR
CARBON BRUSH SET
NOTE: The illustrations in this service information are used for different model years
and/or models. Some variation may occur. However, the essential information in
the illustrations is always correct.
REMOVAL
REMOVING THE CARBON BRUSH SET
Fig. 1: Identifying M6 Nuts For Generator

Remove:
 the generator in accordance with: GENERATOR.

 the cover
 the 2 M4 screws for the carbon brush set
 the carbon brush set.
Fig. 2: Identifying M4 Screws For Generator

INSTALLATION
NOTE: For tightening torques, see: TIGHTENING TORQUE .
INSTALLING THE CARBON BRUSH SET

Fig. 3: Pressing Out Brushes While Inserting 1.5 mm Allen Key In Brush Holder
HINT: In order to keep the brushes out when installing, press out the brushes using a finger. Then insert
a 1.5 mm Allen key in the hole on the top of the brush holder.
Install:
 the carbon brush set.

 the 2 M4 screws for the carbon brush set
 the cover
 the 3 M6 nuts on the cover
 the generator (GEN). See: GENERATOR
GENERATOR
REMOVAL
NOTE: Removal steps in this procedure may contain installation details.

Fig. 4: Identifying Ignition In OFF Position

Remove the air filter housing, see AIR CLEANER HOUSING
Remove the throttle body, see THROTTLE BODY
Remove the auxiliaries belt, see ACCESSORY DRIVE BELT TENSIONER
Fig. 5: Identifying Oil Stick Bracket Bolt

Fig. 6: Identifying Generator B+ Terminal And Nuts

Remove the following items:
1. Torque: Generator B+ terminal
15 Nm
2. Torque: M10
50 Nm
INSTALLATION
To install, reverse the removal procedure.
GENERATOR PULLEY, GENERATOR
see GENERATOR PULLEY, GENERATOR
ALTERNATOR (B5244S4 - OTHER MARKETS)

GENERATOR
REMOVAL
Battery, disconnection, see BATTERY DISCONNECTING AND CONNECTING

Fig. 7: Identifying Bolts

Remove the auxiliaries belt, see ACCESSORY DRIVE BELT TENSIONER
Fig. 8: Identifying Generator B+ Terminal And Bolts

15 Nm
2. Torque: M8
24 Nm
INSTALLATION
GENERATOR PULLEY, GENERATOR
Special tools
999 7113 Spanner
Tool number: 999 7113
Tool description: Spanner
Tool boards: 30
Remove the alternator, see GENERATOR
Fig. 9: Identifying Spanner 9997113

see 9997113 see 9997113
CHARGE REGULATOR
CHARGE REGULATOR
REMOVAL

Fig. 10: Identifying Nuts

Remove the generator (GEN). See GENERATOR.
Fig. 11: Identifying M4 Generator Bolts

Torque: M4
3, 5 Nm
INSTALLATION
To install, reverse the removal procedure
CHARGE REGULATOR (B5244S4 - OTHER MARKETS)

CHARGE REGULATOR
Remove the alternator, see GENERATOR
Fig. 12: Identifying M6 Generator Nuts

Torque: M6
10 Nm

Fig. 14: Pressing Out Brushes While Inserting 1.5 mm Allen Key In Brush Holder

INSTALLATION

ACCESSORIES AND BODY, CAB Interior Equipment - Installation Instructions, Accessories
Interior Equipment - Installation Instructions, Accessories
DECOR PANEL, CENTER PANEL

DECOR PANEL, CENTER PANEL
NOTE: Some steps in these installation instructions are presented with illustration
only.
REMOVING THE CENTRE CONSOLE

 Remove the panel inside the center console. It is secured by four hidden clips.

 Remove the surround from around the display and media player. Use a small screwdriver and press in the
catch in one of the surround's upper corners. Carefully bend loose the surround on the same side with a
plastic weatherstrip tool.
 Do the same on the other side.
HINT: If the panel is difficult to remove, press the panel on both sides again and repeat the
procedure starting at the other side.

 Remove the infotainment control module (ICM). It is secured by two hidden clips.
HINT: Grip the control module with both hands. Push the control module straight out of the center
console.
Remove:
 the two connectors from the Infotainment control module (ICM).

Fig. 4: Identifying Hand Brake Panel

 Detach the panel by pulling it carefully sideways.
Fig. 5: View Of Tunnel Console's Armrest And Removing The Cover

 Fold up the tunnel consoles armrest and remove the cover.

Fig. 6: Locating Console Screws

Fig. 7: Locating Rear Seat Cushion Outer Hooks

 Remove the rear seat cushion by first pressing the outer edges of the cushion backwards and then by
pulling them upwards so that the outer hooks release.
Fig. 8: Locating Rear Seat Cushion Inner Hooks

 Lift the cushion straight up in the middle so that the inner hooks release.
Fig. 9: Identifying Rear Tunnel Compartment

 Remove the rear cup holder from the rear tunnel compartment by prying the front edge and pressing in
the two catches.
Fig. 10: Locating Rear Tunnel Compartment Screws

Fig. 11: View Of Rear Tunnel Compartment Removal

 Remove the rear tunnel compartment by pulling it upward/rearward so that it releases from the hooks.
Fig. 12: View Of Storage Compartment Prying

 Remove the front storage compartment by prying it off at the front edge using a weatherstrip tool and
lifting it out.
Fig. 13: Identifying Front Edge Of The Tunnel Console Catches

 Carefully lift the catches at the front edge of the tunnel console.
Fig. 14: Identifying Console Pulled Backwards

 Pull the bracket backwards approximately 20 mm .


Fig. 16: Locating Center Stack Screws

Remove:
 the screws
 the center stack
Fig. 17: Locating Console Screws


Fig. 18: Identifying Front Edge Console Catches

 Disconnect the large connector, or the dummy, at the front edge of the tunnel console.
 Lift out the console and turn it upside down.
 Press in the catches on the switch, or the dummy, and remove.
Fig. 19: Identifying Panel Detachment

 Carefully detach the panel using a weatherstrip tool. Check that it detaches all the way around.
Fig. 20: Removing Old Panel

Fig. 21: Identifying New Decor Panel

 Take the new decor panel from the kit.
APPLIES TO CARS WITH WOOD DECOR PANEL INSTALLED OR WHERE EXISTING STORAGE
COMPARTMENTS HAVE BEEN TRANSFERRED
Fig. 22: Installing Front Storage Compartment

 Take the front storage compartment and install it.
Fig. 23: Installing Side Storage Compartment

 Take the side storage compartment and install it.
REINSTALL
Fig. 24: Reinstall New Decor Panel Against The Tunnel Console
 Press the new decor panel against the tunnel console.

 Reinstall the detached components in reverse order.
TRIM PANEL CENTER STACK

TRIM PANEL CENTER STACK
REMOVE

 Remove the ignition key from the ignition switch.
NOTE: Wait at least five minutes before disassembling the connectors or

removing other electrical equipment.

Detach the panel at the rear edge of the center console:
 Use a plastic weatherstrip tool to pry loose the panel. The panel is secured by a catch on each short side.
 Move the panel to the side, to access the two screws underneath.

 Remove the two screws holding the center console at the rear edge.

Remove the panel on the rear of the center console:
 Open the glove compartment.

 Use a plastic weatherstrip tool to pry loose the panel. The panel is secured by two catches on each long
side.
 Pull the panel off downwards.
Fig. 28: Identifying CD Player Catches

Remove the surround for the display and the CD player:
 Press in the catches in the edges of the CD player's cover with a small screwdriver, fold the surround back
and pull it up.

 Press out the display from the rear of the center console.
Fig. 30: Identifying Dashboard Center Console Screws


 Remove the eight screws on the rear of the center console. Remove the rear section.
Fig. 32: Identifying Dashboard Environment Panel Screws

 Remove the four screws for the dashboard environment panel.

 Remove the dashboard environment panel. Put it to one side.
 Remove the panel from the center console. A new panel is in the kit.
REINSTALL
Take the new panel. Reinstall:
 dashboard environment panel

rear section
 the center console for the dashboard and tunnel console

 the connector for the dashboard environment panel
 the connectors for the display
 the display
 the surround for the display and CD player
 the panel on the rear of the center console
 the panel at the rear edge of the center console.
MIRRORS, AUTO DIMMING WITH COMPASS

MIRRORS, AUTO DIMMING WITH COMPASS
only.
REMOVE / INSTALL

NOTE: Wait at least three minutes before unplugging the connectors or removing
Applies to older cars:

Fig. 34: Identifying Mirrors, Auto Dimming With Compass (1 of 2)

Applies to newer cars:
Fig. 35: Identifying Mirrors, Auto Dimming With Compass (2 of 2)

 Press the front edge and the rear edge of the cover, then carefully pull both sides loose from each other.
Fig. 36: View Of Rearview Mirror Removal

 Remove the rearview mirror from the windshield by turning it clockwise or counter-clockwise until it
releases from the mounting.
NOTE: Grip the mounting (not the mirror), and turn.
Place the mirror to one side, there is a new one in the kit.
Fig. 37: Identifying Mirrors, Auto Dimming With Compass Install (1 of 4)




ACCESSORIES AND BODY, CAB Other Electrical Equipment - Cleaning, Inspection and Adjustment
Other Electrical Equipment - Cleaning, Inspection and Adjustment
WIPER/WASHER
WIPER BLADE AND WIPER ARM ADJUSTMENT
Special tools
951 2931 Protractor
Tool description: Protractor
Tool boards: 30
999 7237 Adapter
Tool description: Adapter
Tool boards: 30
ADJUSTMENT
Fig. 1: Identifying Protractor And Adapter

see 9512931 see 9997237
CAUTION: Make sure that the motor is in the park position.
VEHICLES EARLY VERSION
Fig. 2: Identifying Arm In Adaptor And Protractor

VEHICLES LATE VERSION

Fig. 3: Identifying Arm In Adaptor And Protractor

Fig. 4: Adjusting Arm

CAUTION: Use suitable tape to protect the wiper arm.
NOTE: Make sure that the 3 marked points of the special tool are in contact with the
glass.
Fig. 5: Identifying Measurement

CONNECTOR
TERMINAL REPLACEMENT
Special tools
951 2636 Terminal removal tool (Color code: Blue)
Tool description: Terminal removal tool (Color code: Blue)
Tool boards: 39
REMOVAL
Fig. 6: Removing Data Link Connector

Fig. 7: Inserting Terminal Removal Tool

see 9512636
Fig. 8: Pressing Tab And Removing Wire

AUTOMATIC MONITORING AND CONTROL

PROGRAMMING KEY
VEHICLES WITH KEYLESS ENTRY
Order and download software according to:30710939
VEHICLES WITHOUT KEYLESS ENTRY
Order and download software according to: 30667237
RAIN SENSOR, CHECK
FUNCTION TEST
 Ignition in position II.

 Control lever windshield wiper in resting position.
 Activate the rain sensor function by pressing in the button on the wiper lever.
When the rain sensor is activated, a lamp lights up in the combined instrument panel
 Spray water on the outside of the windshield (using a spray bottle) where the rain sensor is positioned
 The rain sensor should start the windshield wiper function and sweep over the windshield
 HINT: Carry out the function test 3 times.
 If the check is carried out with continuous sprays of water, the windshield wiper will function until the
windshield above the rain sensor is dry.
TRANSMISSION Power transmission
TRANSMISSION
Power transmission
TRANSMISSION
OIL LEVEL, BEVEL GEAR, CHECKING
Special tools
999 7408 Oil spray
Tool description: Oil spray
Tool boards: 43
Materials
Designation Part number
Transmission oil 31259380
REMOVAL
Fig. 1: Identifying Drain Plug

WARNING: Be prepared to collect escaping fluid.
FILLING
Fig. 2: Transmission oil, 31259380

CAUTION: The fluid must be allowed to escape until a continuous flow changes into
single drops.
Use: Transmission oil, 31259380
see 9997408
DRAINAGE
Fig. 3: Identifying Special Tool 9997408

see 9997408
INSTALLATION

NOTE: Use a new seal.
Torque: Oil filler plug, bevel gear
35 Nm
TRANSMISSION
Power transmission
TRANSMISSION
BEVEL GEAR (NON-TURBO)
Materials
Splines grease 1161748
REMOVAL
Remove the right drive shaft, see DRIVE SHAFT RIGHT
Loosen front propeller shaft joint, see PROPELLER SHAFT
Fig. 1: Removing Bevel Gear (1 Of 8)

Torque: M10
50 Nm



NOTE: The component is no longer required.


Torque: Bevel gear to transmission
75 Nm


NOTE: This step is only necessary when installing a new component.
Torque: M6
10 Nm
INSTALLATION
Fig. 9: Identifying Application Of Splines Grease, 1161748

Use: Splines grease, 1161748
Fill with oil, see OIL LEVEL BEVEL GEAR, CHECKING
BEVEL GEAR (TURBO)
Materials
Splines grease 1161748
REMOVAL
Loosen front propeller shaft joint, see PROPELLER SHAFT


Torque: M6
10 Nm

Torque: M6
10 Nm

Torque: M10
50 Nm


NOTE: Do not loosen the bolts more than 2 turns.
Torque: Bevel gear to transmission
75 Nm






NOTE: This step is only necessary when installing a new component.
INSTALLATION
Fig. 20: Identifying Application Of Splines Grease, 1161748

Use: Splines grease, 1161748
Fill with oil, see OIL LEVEL BEVEL GEAR, CHECKING

ACCESSORIES AND BODY, CAB Doors And Lids - Symptom Related Diagnostic Procedures
Doors And Lids - Symptom Related Diagnostic Procedures
CHECKING CONNECTOR, A-PILLAR, LOOSE WIRES

CHECK IF CONNECTOR, A-PILLAR, LOOSE WIRES
CHECKING CONNECTOR, A-PILLAR, OXIDATION
NOTE: Check first that no relevant diagnostic trouble codes are generated before this
symptom test is started.
Twisted cables connected to the A-pillar's connector may be fastened too loosely, which means that a number of
electrical functions in the vehicle may be affected.
Check the A-pillar's connector, both left and right side of vehicle, for loose, twisted wires.
HINT: Only the following connector pins need to be checked:1, 2, 8, 9, 25, and 26.
To check connector pins, proceed as follows:
 Unplug the A-pillar's connectors.

 Use a test connector with gold-plating.
 Compare the force needed to loosen the test connector with that which is needed to remove the existing
connector.
If the contact force is too low, the connector's socket part should be replaced. For other contact problems both
the connector's pin and socket parts should be replaced.
Remedy as necessary.
Other information:
 see CHECKING WIRING AND TERMINALS

Fig. 1: Identifying A-Pillar Connector


NOTE: Check first that no relevant diagnostic trouble codes are generated before this
symptom test is started.
Moisture may cause corrosion in the A-pillar' connector. As a result of this, a number of electrical functions in
the vehicle may be affected.
Check the A-pillar's connector, both left and right side of vehicle, for oxidation.
HINT: It may be difficult to detect corrosion, therefore inspect carefully. Oxidation is detected only by a
small dark dot on the A-pillar' connector, male.
If no oxidation is detected, add low-temperature lubricant to prevent oxidation in the future.
If oxidation is detected, the A-pillar's connector should be replaced on both left and right side.
Other information:
Fig. 2: Identifying A-Pillar Connector

CHECKING POWER RETRACTABLE DOOR MIRRORS

CHECKING THE POWER RETRACTABLE DOOR MIRRORS
CHECKING UNSYNCHRONIZED DOOR MIRRORS

Fig. 3: Identifying Ignition OFF

Unsynchronized door mirrors, where one door mirror retracts while the other opens when the button is
activated, are remedied as follows.
 Ignition off
 Disconnect the fuse for the power door mirror and then reinstall the fuse
 Ignition on
 Press the button for deploying and retracting the power retractable door mirrors.
FAULT-TRACING INFORMATION
Condition
No DTCs stored.
Possible Source
 One of the two door modules was disconnected while the door mirrors were deployed or retracted.
Fault symptom[s]
 The electrically folding mirrors are not synchronized.
CHECKING THE "BLIND SPOT INFORMATION SYSTEM" (BLIS)

CHECKING THE "BLIND SPOT INFORMATION SYSTEM" (BLIS)
CHECKING TEXT MESSAGE IN DRIVER INFORMATION MODULE (DIM)
HINT: By holding in the trip odometer reset button for 10 seconds the text ID for the relevant text
message is displayed in the Driver Information Module (DIM).
 Start the car.

 Depress the trip odometer reset button. Hold the button depressed until the relevant text ID is displayed in
the Driver Information Module (DIM).
 Scroll between the messages in the Driver Information Module (DIM) by pressing the READ button.
Choose below, depending on text message.
1. Refer to INFORMATION
2. Refer to CAMERA BLOCKED
3. Refer to SERVICE NEED
INFORMATION
The text message means that the system for the moment has some difficulties in functioning satisfactorily. This
depends completely on external factors and applies especially at dawn and dusk when the system does not know
if it is to use day mode or night mode. The message is removed from and incl. structure week 200940.
Other conditions when the fault message may appear:
 Driving in total dark for more than 10 minutes.

 Heavy rain or snow.
 Moisture or dirt on the camera lens.
 Very powerful light, which saturates the camera image.
Corrective actions
 Clean the camera lens. Use a soft rag or moist sponge, so that it is not scratched.
 Check the heater in the lens by spraying on a thin layer of frost using freeze spray. Make sure that the
mist disappears. Lens temperature should be 70 - 75 °C. If the heater does not work, replace the rear-view
mirror in question.
 If the fault message does not disappear, turn off the engine, remove the key, and start again.
 Inform the customer of the system's limitations.
Other information
 see DESIGN
 see FUNCTION
 see REAR VIEW MIRROR EXTERNAL
Fig. 4: Identifying Driver's Side (Rear-View) Door Mirror And Blind Spot Camera
 Continue
Refer to INFORMATION
CAMERA BLOCKED
This text message indicates that the camera lens is blocked; or, a camera may have reported "reduced function"
for a longer time period than 10 minutes. The light-emitting diodes indicate constant an object in the "dead
angle".
Conditions that may cause the text message:
 Low standing sun means that it will be light on one side and dark on the other side of the vehicle.
 Heavy rain or snow.
 Moisture or dirt on the camera lens.
Corrective actions
 Remove the key from the ignition switch.

 Clean the camera lens. Use a soft rag or moist sponge, so that it is not scratched.
mist disappears. Lens temperature should be 70 - 75 °C.
 If the heater works correctly, inform the customer that the system as a whole and about the system's
technical limitations.
 If the fault message does not disappear, turn off the engine, remove the key, and start again.
 If the heater does not work, replace the rear-view mirror in question.
Other information:

 see DESIGN
 see FUNCTION
Has any rear-view mirror been replaced?
 YES
Refer to VERIFICATION
 NO
SERVICE NEED
The fault message may be due to communication problems internally in one of the cameras, or between camera
and the vehicle's other systems. It may also be due to one of the diodes being short-circuited.
 Read off diagnostic trouble codes (DTCs). Troubleshoot and take care of diagnostic trouble codes that
may be related to the above problems.
 Drive a short test-drive and check if a relevant text message is seen in the driver information module.
Speed during the test-drive must mainly be above 10 km/h and the test-drive should include at least one
stop where the start key is removed from the ignition.
 If the text message is not seen, the system is fully functional. Then the customer complaint is due to
technical limitations in the system. Inform the customer of the system's limitations.
Other information
 see DESIGN
 see FUNCTION
Is there a relevant text message?
 YES
Refer to CHECKING COMPONENTS AND SWITCHES
 NO
VERIFICATION
 Drive a test-drive. Speed during the test-drive must mainly be above 10 km/h and the test-drive should
include at least one stop where the start key is removed from the ignition.
 Check that the message in Driver information module (DIM) has disappeared and that the function works
satisfactorily.
Is there a relevant text message?
 YES
 NO
CHECKING COMPONENTS AND SWITCHES
 Switch off the engine.

mist disappears. Lens temperature should be 70 - 75 °C.
 Start the engine and check if the diodes on left and right side flash three times each.
 If any diode does not flash three times, check it.
Check the diode by measuring the resistance across it or connect it to voltage and check that it lights up.
 If the diode does not work, replace it.

 If the diode works, check all relevant connectors.
 If the heater does not work, replace the rear-view mirror in question. If no fault is detected, replace rear-
view mirror.
Other information:
 Continue
INFORMATION
The fault must be diagnosed and remedied.

INFORMATION
The fault should have been detected and remedied. As this is not the case fault-tracing has failed.
Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.
CHECKING ELECTRICALLY CONVERTIBLE HARDTOP

CHECKING ELECTRICALLY CONVERTIBLE HARDTOP
INTRODUCTION
This troubleshooting is used when electrically fold-down hardtop cannot be operated and no diagnostic trouble
codes are generated. Probably because any hall sensor or position sensor has become displaced. Start first by
excluding other problem causes.
Fault-trace and remedy stored diagnostic trouble codes (DTCs).
To exclude that the hardtop has stopped due to an earlier problem, it is necessary to restart the control module.
Use the VCT2000 (or appropriate scan tool) to restart the control module.
Fig. 9: Identifying VCT2000

 Continue
Refer to CONDITIONS
EXTENDING AND LOCKING TONNEAU COVER
The following takes place in this stage of sunroof operation:
The tonneau cover is extended and locked.
During the roof operation procedure that has not started, the following applies:
The hardtop's middle part is released from the hardtop's front and rear part. The hardtop's front part is lifted up.
Activate read-out of the hall sensors' and position sensors' values in the folded hardtop using VCT2000 (or
appropriate scan tool).
Compare the read-out values with the normal value for each hall sensor and position sensor:

Fig. 11: Opening Of Hardtop

 Refer to CHECKING HALL SENSOR 1

 Refer to CHECKING POSITION SENSOR 2, REAR HARDTOP PART

 Refer to CHECKING POSITION SENSOR 17, FRONT HARDTOP PART
 If all hall sensors or position sensors show correct read-out values:
Refer to RESETTING OF CONVERTIBLE HARDTOP
CONDITIONS
Check the following:
 The hydraulic pump's temperature is low.

 Outdoor temperature higher than -9 °C.
 The feed voltage is 9.0-15.5 V.
 Also make sure that the vehicle is stationary.
Activate reading off the parameters using the VCT2000 (or appropriate scan tool).

Were any defects found?
 YES
 NO
Refer to CHOICE OF OPERATION
CHOICE OF OPERATION
1. For opening of hardtop.

2. For closing of hardtop.
3. For start of loading assistance function.
4. For finishing loading assistance function.
During which operation does the hardtop stop?
 1
Refer to OPENING THE ROOF
 2
Refer to CLOSING OF HARDTOP
 3
Refer to START OF LOADING ASSISTANCE FUNCTION
 4
Refer to FINISHING LOADING ASSISTANCE FUNCTION
OPENING THE ROOF
Check that the trunk lid is closed.
Check that the luggage compartment's divider is closed.
Press down the brake before opening or closing the hardtop.
Run until the hardtop stops and release the button immediately when the hardtop has stopped.
The hardtop's movement consists of several steps. For next step to begin, the previous must have finished. If
position sensor or hall sensors do not have the values they should, the hardtop stops. The link below shows
pictures of the positions where the hardtop movement goes from one step to the next. For some reason the
position sensors and hall sensors have not reached their end values for respective step. This results in the next
step not being able to start.
To decide which hall sensor is not working, click on the link below and compare the pictures with the position
that the hardtop is in.
 see ROOF POSITIONS FOR OPENING ROOF
Choose the option that matches the position in which the hardtop has stopped:
 1
Refer to UNLOCKING TRUNK LID AT LEADING EDGE
 2
Refer to UNLOCKING HARDTOP AT FRONT AND REAR
 3
Refer to EXTENDING AND LOCKING TONNEAU COVER
 4
Refer to LIFTING UP FRONT PART OF HARDTOP
 5
Refer to RAISING ALL 3 PARTS OF ROOF
 6
Refer to HARDTOP FOLDING/STOWAGE
 7
Refer to LOCKING HARDTOP IN LUGGAGE COMPARTMENT
 8
Refer to LOCKING TRUNK LID AT LEADING EDGE
CLOSING OF HARDTOP
Check that the trunk lid is closed.
Press down the brake before opening or closing the hardtop.
Run until the hardtop stops and release the button immediately when the hardtop has stopped.
position sensor or hall sensors do not have the values they should, the hardtop stops.The link below shows
 see ROOF POSITIONS FOR CLOSING ROOF
 1
Refer to UNLOCKING TRUNK LID AT LEADING EDGE
 2
Refer to LIFTING UP TRUNK LID
 3
Refer to LIFTING HARDTOP OUT OF LUGGAGE COMPARTMENT
 4
Refer to POSITIONING OF FRONT/MIDDLE/REAR PARTS OF HARDTOP
 5
Refer to LOCKING MIDDLE PART OF HARDTOP WITH REAR AND FRONT PART
 6
Refer to RETRACTING TONNEAU COVER
 7
Refer to LOCKING HARDTOP FRONT AND REAR

 8
Refer to LOCKING TRUNK LID AT LEADING EDGE
START OF LOADING ASSISTANCE FUNCTION
Make sure that the trunk lid is fully open.
Press on the switch for loading assistance to start or finish the loading assistance function.
 see ROOF POSITIONS FOR STARTING LOAD ASSISTANCE FUNCTION
 1
Refer to LIFTING OUT FOLDING HARDTOP FOR LOADING
 2
Refer to RETURNING HARDTOP TO LUGGAGE COMPARTMENT
INFORMATION
The fault must now be detected and remedied. As this is not the case, the fault-tracing has failed.
Complete the fault-tracing for this diagnostic trouble code (DTC) or try again.
UNLOCKING TRUNK LID AT LEADING EDGE

Fig. 13: Identifying Ignition In Position II

Windows shall be lowered a few centimeters and the trunk lid shall be unlocked at the leading edge.
Feel with your hand if the trunk lid is locked at the leading edge near the rear window. If it is not locked it can
be lifted a few centimeters by hand.
The trunk lid released at the leading edge and is lifted up completely. The hardtop is unlocked both at the front
and rear.

Was the trunk lid locked at the leading edge?
 YES
Refer to TRUNK LID LOCKED.
 NO
Refer to THE TRUNK LID IS NOT LOCKED.
UNLOCKING HARDTOP AT FRONT AND REAR
The trunk lid released at the leading edge and is lifted up completely. The hardtop is unlocked both at the front
and rear.
The tonneau cover is extended and locked.



Refer to CHECKING POSITION SENSOR 2, REAR HARDTOP PART

HARDTOP FOLDING/STOWAGE
The hardtop folds up and is placed in the luggage compartment.
The trunk lid is lowered and the hardtop is locked in the luggage compartment.




LOCKING HARDTOP IN LUGGAGE COMPARTMENT
The trunk lid is lowered and the hardtop is locked in the luggage compartment.
The trunk lid is locked at the leading edge. Windows are raised.




TRUNK LID LOCKED.

Fig. 22: Identifying Trunk Lid Catch



THE TRUNK LID IS NOT LOCKED.




TRUNK LID LOCKED.








CHECKING HALL SENSOR 1
Check that the hall sensor is adequately secured. Check that the hardtop has not been damaged in such a way
that the part that the hall sensor is to detect does not come within the detection range.
Check that the hall sensor is working by placing a nut or screw of some magnetic material, e. g., iron, within its
detection range which is 1.5 mm. Aluminum or stainless steel does not work. Check at the same time that the
hall sensor's read-out value changes.
Check the connector. Check for contact resistance. Check for oxidation. Check for loose connections. If no
malfunction was found, try replacing hall sensor.
Other information
 see SIGNAL SPECIFICATION

 see CONVERTIBLE TOP POSITION SWITCH
 OK
Other information

 OK
Other information

 OK
Other information

 OK
Other information

 OK
Other information

 OK
detection range which is 1 mm. Aluminum or stainless steel does not work. Check at the same time that the hall
sensor's read-out value changes.
Other information

 OK
detection range which is 1 mm. Aluminum or stainless steel does not work. Check at the same time that the hall
sensor's read-out value changes.
Other information

 OK

Hall sensor 13 requires a magnet to be activated. Check that the plastic clip that holds the magnet in place is in
place and that the magnet is in it. Check that the hall sensor is working by loosening the plastic clip and holding
it so that the magnet comes within the hall sensor's detection range which is 2.5 mm.
Other information

 OK
Other information

 OK
Other information

 OK
Other information

 OK
Other information

 OK
Other information

 OK
UNLOCKING TRUNK LID AT LEADING EDGE
Windows shall be lowered a few centimeters and the trunk lid shall be unlocked at the leading edge.
The trunk lid released at the leading edge and is lifted up completely. The mechanical catch that holds the
hardtop in the luggage compartment releases.
Fig. 29: Closing Of Hard Top

 YES
 NO




LIFTING UP TRUNK LID
The trunk lid released at the leading edge and is lifted up completely. The mechanical catch that holds the
hardtop in the luggage compartment releases.
The hardtop is lifted out of the luggage compartment.




POSITIONING OF FRONT/MIDDLE/REAR PARTS OF HARDTOP
The hardtop's rear and middle part come into place. The hardtop's front part stands straight up.
The hardtop's front part comes into place. The hardtop's middle part is locked with the hardtop's rear and front
part.




LOCKING MIDDLE PART OF HARDTOP WITH REAR AND FRONT PART
The hardtop's front part comes into place. The hardtop's middle part is locked with the hardtop's rear and front
part.
The tonneau cover is retracted.




RETRACTING TONNEAU COVER
The tonneau cover is retracted.
The trunk lid is lowered. The hardtop is locked front and rear.




TRUNK LID LOCKED.




TRUNK LID LOCKED.








LIFTING HARDTOP OUT OF LUGGAGE COMPARTMENT
The hardtop is lifted out of the luggage compartment.
The hardtop's rear and middle part come into place. The hardtop's front part stands straight up.




LOCKING TRUNK LID AT LEADING EDGE
Fig. 48: Opening Of Hard Top

 YES
 NO
LOCKING TRUNK LID AT LEADING EDGE

Fig. 49: Closing Of Hardtop

 YES
 NO
LIFTING OUT FOLDING HARDTOP FOR LOADING

The lock catches that lock the lowered hardtop in the luggage compartment release. The folded hardtop is lifted
up out of the luggage compartment to facilitate loading.
Fig. 50: Identifying Lock Catches

Have the lock catches that lock the lowered hardtop in the luggage compartment released?
 YES
Refer to LOCK CATCHES HAVE RELEASED
 NO
Refer to LOCK CATCHES HAVE NOT RELEASED
LOWERING FOLDED HARDTOP DOWN INTO LUGGAGE COMPARTMENT
The folded hardtop is lowered down in the luggage compartment.





LOCK CATCHES HAVE RELEASED



LOCK CATCHES HAVE NOT RELEASED




RETURNING HARDTOP TO LUGGAGE COMPARTMENT
Press on the button for activation of loading assistance function again. The hardtop shall now go down into the
luggage compartment.

Did the hardtop go down into the luggage compartment?
 YES
 NO
Refer to FINISHING LOADING ASSISTANCE FUNCTION
FINISHING LOADING ASSISTANCE FUNCTION
Make sure that the trunk lid is fully open.
Press on the switch for loading assistance to start or finish the loading assistance function.
 see ROOF POSITIONS FOR FINISHING THE LOAD ASSISTANCE FUNCTION
 1
Refer to LOWERING FOLDED HARDTOP DOWN INTO LUGGAGE COMPARTMENT
 2
Refer to LOCKING FOLDED HARDTOP IN LUGGAGE COMPARTMENT
LOCKING FOLDED HARDTOP IN LUGGAGE COMPARTMENT
The folded hardtop is locked in the luggage compartment with lock catches.

Have the lock catches that lock the lowered hardtop in the luggage compartment locked?
 YES
Refer to LOCK CATCHES HAVE LOCKED
 NO
Refer to LOCK CATCHES HAVE NOT LOCKED
LOCK CATCHES HAVE LOCKED
The operation is finished.
 Continue
LOCK CATCHES HAVE NOT LOCKED



CHECKING POSITION SENSOR 2, REAR HARDTOP PART
Check that the position sensor or the hardtop has not been damaged in such a away that it interferes with the
position sensor's function.
Activate read-out of the position sensor's value using the VCT2000 (or appropriate scan tool).
Loosen the position sensor's arm from the attachment in the hardtop by removing the clips that secure it.
Check that the position sensor's value changes when the arm moves back and forth.
If not, replace position sensor.
If no problem was found, attach the position sensor's arm again and choose Continue.
Other information

 see CONVERTIBLE TOP POSITION SENSOR

 Continue
CHECKING POSITION SENSOR 17, FRONT HARDTOP PART
Check that the position sensor or the hardtop has not been damaged in such a away that it interferes with the
position sensor's function.
Activate read-out of the position sensor's value using the VCT2000 (or appropriate scan tool).
Loosen the position sensor's arm from the attachment in the hardtop by removing the clips that secure it.
Check that the position sensor's value changes when the arm moves back and forth.
If not, replace position sensor.
If no problem was found, attach the position sensor's arm again and choose Continue.
Other information


 Continue
RESETTING OF CONVERTIBLE HARDTOP
If the position sensor's arm has been loosened, the control module must be reset. Use the VCT2000 (or
appropriate scan tool) to reset the control module.

 Continue
VERIFICATION
Hint: After carrying out the repair, check that the fault has been remedied.
Ignition off.
Reinstall the connectors, components etc.
Ignition on.
Check that the control of the roof is working in both directions.
Check that the load assistance function works.
If everything works, use the VCT2000 (or appropriate scan tool) to erase the diagnostic trouble codes (DTCs).

 If the roof operates properly, troubleshooting has been completed.
RESETTING OF CONVERTIBLE HARDTOP
If all hall sensors and position sensors show right value but the hardtop still does not work, it may help to restart
the convertible control module. Use the VCT2000 (or appropriate scan tool) to restart the control module.

 Continue
RAISING ALL 3 PARTS OF ROOF
All 3 parts of the roof are raised.
The hardtop folds up and is placed in the luggage compartment.




LIFTING UP FRONT PART OF HARDTOP
The hardtop's middle part is released from the hardtop's front and rear part. The hardtop's front part is lifted up.
All 3 parts of the roof are raised.




LOCKING HARDTOP FRONT AND REAR
The trunk lid is lowered. The hardtop is locked front and rear.




ROOF POSITIONS FOR FINISHING THE LOAD ASSISTANCE FUNCTION
Fig. 71: Roof Positions For Finishing The Load Assistance Function (1 of 2)
Fig. 72: Roof Positions For Finishing The Load Assistance Function (2 of 2)
ROOF POSITIONS FOR CLOSING ROOF

Fig. 73: Roof Positions For Closing Roof (1 of 8)








ROOF POSITIONS FOR STARTING LOAD ASSISTANCE FUNCTION

Fig. 81: Roof Positions For Starting Load Assistance Function (1 of 2)

Fig. 82: Roof Positions For Starting Load Assistance Function (2 of 2)

ROOF POSITIONS FOR OPENING ROOF

Fig. 83: Roof Positions For Opening Roof (1 of 8)








CHECKING SOFTWARE, CONVERTIBLE ROOF MODULE (CRM)

CHECKING SOFTWARE, CONVERTIBLE ROOF MODULE (CRM)
Check that the latest available software for Convertible Roof Module (CRM) is loaded in the vehicle by trying
to buy an upgrade for the control module in question.
If an upgrade is available, continue to download the software according to the routine.
If it is not possible to purchase an upgrade this may mean that the latest available software is already installed in
the vehicle. To find out why purchase was not allowed, mark the row for the software purchase in question and
click on Details.
NOTE: The corrective action above does not replace the electrical fault-tracings which
are connected to the symptom.
After checking the software, it is important to carry out a function check to

verify that the problem has been remedied.
 If the problem is remedied, troubleshooting has been completed.
INFORMATION
CHECKING THE LOCKING STORAGE COMPARTMENTS

The locking storage compartments are connected directly to the convertible roof module (CRM), which also
controls them.
Check the wiring harness between the convertible roof module (CRM) #D2 (#A32) and the electric motor (#2).
Check for an open-circuit, short-circuit to voltage and short-circuit to ground.
Check the wiring harness between the convertible roof module (CRM) #D13 (#A43) and the electric motor
(#1). Check for an open-circuit, a short-circuit to voltage and a short-circuit to ground.
Other information
 see CONNECTING THE BREAKOUT BOX

Fig. 91: Electric Motor Locations

 Continue
Refer to VERIFICATION OF ELECTRIC MOTOR
INFORMATION
VERIFICATION OF ELECTRIC MOTOR
HINT: After carrying out the repair, check that the fault has been remedied.

Fig. 93: Identifying Connector(s) Reinstallation

 Ignition off.
 Reinstall the connectors, components etc.
 Ignition on.
Check the operation of the locking storage compartments by locking them and then unlocking them again.
 If all locking storage compartments are working, troubleshooting has been completed.
CHECKING THE OPERATION OF THE ROOF



 Ignition on.
To be able to identify the location of the fault, the resulting reading must be compared with the information
in:FLOW CHART FOR ROOF OPERATION
HINT: To facilitate checking, the Flowchart at tank operation can be printed before reading off is
started.
Activate reading the status of all the sensors using the VCT2000 (or appropriate scan tool).
Start operating the roof. The current values will be read if the roof has stopped due to one or more defective
sensors.
After reading the sensors, their values are compared with those in the table in order to gain an indication of
which sensors that are indicating a fault.
The table has been made according to the roof motion sequence and shows the mode of the sensors at each step.
Other information
 see FLOW CHART FOR ROOF OPERATION


 Continue
VERIFICATION


 Ignition off.
 Ignition on.
Check the function of the convertible roof module (CRM) by operating the roof with the control buttons.
Fig. 98: Identifying Convertible Roof Module (CRM)

 If the roof operates properly, troubleshooting has been completed.
INFORMATION
ACCESSORIES AND BODY, CAB Body Frame - Removal, Replacement And Installation
Body Frame - Removal, Replacement And Installation
BODY FRONT
BUMPER RAIL, FRONT
REMOVAL
REMOVING THE BUMPER RAIL
Fig. 1: Identifying Bumper Rail Screws

Remove:
 the front section, see FRONT END

 the 4 screws of the power steering bracket.
Suspend the unit from a steel wire.
Remove:
 the 1 front screw of the washer fluid reservoir

 the 2 screws of the horn
 the cable harness and washer hose from the bumper rail.
NOTE: Note how the washer hose and cable are routed on the rail.
Support the radiator core and detach the radiator by removing the 4 screws.
Remove the remaining 6 screws of the bumper rail and remove the rail.
INSTALLATION
INSTALLING THE BUMPER RAIL
Fig. 2: Installing The Bumper Rail

Install:
 the bumper rail with 6 M6 screws. Do not install the two screws of the power steering unit.
 the radiator with 4 M8 screws
 the power steering unit with 4 M8 screws
 the cable harness and washer hose to the bumper rail
 the horn with 2 M6 screws
 the washer fluid reservoir with 1 M6 screw
 the front section, see FRONT END .
Rustproof. See: RUSTPROOFING .
BODY SIDE
A-PILLAR
REMOVAL
Fig. 3: Identifying A-Pillar Removal

Remove components. See: SIDE SECTION, EXPOSING .
Determine the extent of the damage. See WINDSHIELD FRAME and BODY SIDE .
Fig. 4: View Of A-Pillar Removal (1 of 5)

Drill and grind the sections shown in the illustration.




When only replacing the A-post pipe, the pipe and the sill reinforcement must be cut at (1) as shown in the
illustration.
At installation the sections must be welded along the entire joint.

NOTE: The joints at (2) on the sill and sill reinforcement must separated by at least 50
mm.
INSTALLATION
Fig. 9: View Of A-Pillar Installation (1 of 6)

When welding body components, see: WELDING, GENERAL .
For material information, see SHEET METAL, MATERIAL INFORMATION .
Replace foam with weld. See "3 " in Fig. 9.

Install the sill reinforcement. See: BODY SILL REINFORCEMENT then continue with the outside of the A-
post.
Apply collision foam. See: BODY SEAL, SEALING DIAGRAM .



Install the sill. See: DOOR SILL.



Apply sound insulation foam. See: BODY SEAL, SEALING DIAGRAM .
Weld on.
Braze the joint at "4 " shown in Fig. 14.
Seal. See: BODY SEAL, SEALING DIAGRAM .
Install components, see FRONT SECTION, EXPOSING and SIDE SECTION, EXPOSING .

B-POST
REMOVAL
REMOVING COMPONENTS AND ASSESSING DAMAGE
Fig. 15: Removing B-Post Components And Assessing Damage

Remove:
 components, see SIDE SECTION, EXPOSING

 outer rear fender, see FENDER
Determine the extent of the damage. See BODY SIDE
HINT: Save colored edges that show where plates sit. They facilitate fitting.
INSTALLATION
INSTALLING COMPONENTS
Fig. 16: Installing B-Post Components

When welding body components, see WELDING, GENERAL
For material information, see SHEET METAL, MATERIAL INFORMATION
BODY SIDE INNER
REMOVAL
REMOVING COMPONENTS
Remove components, see SIDE SECTION, EXPOSING and REAR SECTION, EXPOSING (2006) ,REAR
SECTION, EXPOSING (2007) , or REAR SECTION, EXPOSING (2008-2012) .
If necessary, remove the outer rear fender, see FENDER and the wheel housing as described in WHEEL
ARCH REAR.
Determine the extent of the damage. See BODY SIDE and, see REAR SECTION .
INSTALLATION
When welding body components, see WELDING, GENERAL .

Fig. 17: Identifying Body Side Inner Welding Points

Install:
 inner body side as shown in the illustration

 the wheel arch. See: WHEEL ARCH REAR
 outer rear fender, see FENDER
 components, see SIDE SECTION, EXPOSING and REAR SECTION, EXPOSING (2006) , REAR
SECTION, EXPOSING (2007) , or REAR SECTION, EXPOSING (2008-2012)
Fig. 18: Identifying Inner Body Side Welding Points (1 of 3)



SEALING AND RUSTPROOFING
Rustproof. See: RUSTPROOFING
BODY SILL REINFORCEMENT
NOTE: As the illustrations in this service information are used for different model years
and / or models, some variation may occur. However, the essential information
in the illustrations is always correct.
REMOVAL
REMOVING THE SILL REINFORCEMENT
Fig. 21: View Of Side Section

When replacing the entire sill reinforcement
Remove:
 the sill. See: DOOR SILL

 the rear fender. See: FENDER
 the B-post. See: B-POST.
Pull out the damage to make it easier to straighten internal components.
Also, see the cutting points in the illustration.
If the A-post is not to be replaced, the reinforcement must be cut at the front cutting point.
Fig. 22: View Of Drilling And Cut Points (1 of 3)

Drill (at the yellow marking) and cut (at the red marking).


Cut at (1) to access the reinforcement's welds at the corner reinforcement before the door sill.
HINT: Use a plasma torch.
(2) shows the welds holding the reinforcement at the corner reinforcement, these must also be cut off.
INSTALLATION
INSTALLING THE SILL REINFORCEMENT
For welding body components, see: WELDING, GENERAL
Apply welding primer.

Fig. 25: Identifying Sill Reinforcement Welds (1 of 2)

Check the alignment.
Weld as shown in the illustration.
Fig. 26: Identifying Sill Reinforcement Welds (2 of 2)

Cut and weld the reinforcement according to "3 " and "4 " in Fig. 26.
Install:
 the sill. See: DOOR SILL

 the B-post. See: B-POST
 the rear fender. See: FENDER .
Install components, see SIDE SECTION, EXPOSING and REAR SECTION, EXPOSING (2006) ,REAR
DOOR SILL
REMOVAL
REMOVING THE SILL
Fig. 27: Removing Door Sill (1 Of 2)

For complete sill removal
Remove:
 the rear fender. See: FENDER

 The B-post. See: B-POST.
Drill (at the yellow mark) and cut (at the red mark).
(1) shows alternative cutting locations.

Fig. 28: Removing Door Sill (2 Of 2)

INSTALLATION
INSTALLING THE SILL
Fig. 29: Installing Door Sill (1 Of 2)

For welding body components, see: WELDING, GENERAL .
Spot-weld the replacement part. Tip diameter: Ø 6 mm.
Also, see the illustration below for the location of the spot welds.
Fig. 30: Installing Door Sill (2 Of 2)

SIDE MEMBER, FRONT
Special tools:
see 9997072
PREPARATORY WORK (COMMON TO BOTH METHODS)
PREPARATORY WORK
Fig. 31: Identifying Cut Points

Remove components. See: FRONT SECTION, EXPOSING
Determine the extent of the damage. See: SIDE MEMBERS, FRONT (2006-2012) and: FRONT END (2006-
2012)
SIDE MEMBER LOWER, REPLACEMENT
REMOVING THE OUTER SECTION OF THE LOWER SIDE MEMBER

Fig. 32: Identifying Side Member Cutting Area

If the entire side member does not need replacing, see the cutting point in the illustration.
Remove:
 the support plate

 the front side panel. See: BRACKET FRONT PIECE
 the wheel arch: FRONT WHEEL BEARING.
Cut the side member 30 mm (M1) from the 2 square holes or replace the entire member.
Grind and drill out the member.
REMOVING THE INNER SECTION OF THE LOWER SIDE MEMBER

Fig. 33: Identifying Cutting Points

If the entire side member does not need replacing, see the cutting point in the illustration.
Cutting point (1)
This cutting point is used in the event of minor damage to the side member.
Cutting point (1) is located 180 mm (M2) from the end of the member.
Take care when sawing, as there is a reinforcement inside. See the shaded part of the illustration.
Cutting point (2)
Cutting point (2) is located 680 mm (M3) from the end of the member.
Fig. 34: Removing Upper Part Of Side Member Extension

If the member is cut at cutting point (2), remove the upper part of the side member extension.
Fig. 35: Removing Outer Part Of Cross Member Cowl Panel

Remove the outer part of the cross member cowl panel.
INSTALLING THE INNER SECTION OF THE LOWER SIDE MEMBER

Fig. 36: Installing Inner Section Of Lower Side Member (1 Of 2)

Grind clean.
Seam-weld the join.
Spot-weld the replacement part. Tip diameter Ø 8 mm.
For location of the spot-weld, see:
see WELDING, GENERAL

Fig. 37: Installing Inner Section Of Lower Side Member (2 Of 2)

Weld the outer part of the cross member cowl panel.
Drill Ø 8 mm diameter holes for plug welds.
Weld the side member extension into place.
INSTALLING THE OUTER SECTION OF THE LOWER SIDE MEMBER

Fig. 38: Installing Outer Section Of Lower Side Member

Grind clean.
For location of the spot-weld, see LOCATION OF THE SPOT-WELD.
Also, see WELDING, GENERAL .
LOCATION OF THE SPOT-WELD

Fig. 39: Identifying Spot-Weld Location

Fig. 40: Identifying Seam-Weld Area On Collar

Seam-weld the collar into place using 8 welding seams each measuring 30 mm. See the illustration.
Install:
 the wheel arch. See: FRONT WHEEL BEARING

 the front side panel. See: BRACKET FRONT PIECE .
SIDE MEMBER, UPPER, REPLACING
REMOVING THE OUTER SECTION OF THE UPPER SIDE MEMBER

Fig. 41: Removing Outer Section Of Upper Side Member

Drill or grind out the spot welds.
Cut off the damaged section.
The member can also be joined at (1).
NOTE: If the inner section is joined, the distance between the joins must be at least
50mm.
REMOVING THE INNER SECTION OF THE UPPER SIDE MEMBER

Fig. 42: Removing Inner Section Of Upper Side Member

Drill or grind out the spot welds.
INSTALLING THE INNER SECTION OF THE UPPER SIDE MEMBER
Grind clean.
Secure the upper side member.
Spot-weld the replacement part.
Tip diameter against the suspension turret: Ø6 mm.
Tip diameter against the wheel arch: Ø 4.5 mm.
INSTALLING THE OUTER SECTION OF THE UPPER SIDE MEMBER

Grind clean.
Secure the upper side member.
FINISHING WORK (COMMON TO BOTH METHODS)
SUPPLEMENTARY WORK AND INSTALLING COMPONENTS
Seal. See: BODY SEAL .
Install components. See: FRONT SECTION, EXPOSING .
BODY SEAL
As the illustrations in this service information are used for different model years and / or models, some variation
may occur. However, the essential information in the illustrations is always correct.
CLASSIFICATION GROUPS
CLASS A
Fig. 43: Identifying Seal Class A

Visible seal with high requirements for the finish.
The material must have been applied liberally but evenly. There must be no areas where excess sealant has
gathered.
Use a rubber putty knife to smooth the surface.
See panel section A (see Fig. 43) for the appearance of the bead.
CLASS B
Fig. 44: Identifying Seal Class B

Visible seal with lower requirements for the finish.
The material should be liberally but evenly applied.
Lines and minor pitting is acceptable.
The sealant must not have been applied too thickly.
The dimension of the bead must be as in panel section B (see Fig. 44).
B1 = min 0.5 mm; max 2.0 mm

B2 = min 4.0 mm; max 10.0 mm
B3 = min 2.0 mm
B4 = min 2.0 mm; max 4.0 mm
CLASS D
Fig. 45: Identifying Seal Class D

Seal with no requirements for the finish.
The sealant must be liberally applied.
Minimum material thickness = 0.5 mm.
Lines, lumps and pools of up to 5 mm are acceptable.
The dimension of the bead must be as in panel section D.
D1 = min 0.5 mm; max 5.0 mm

D2 = min 7.0 mm; max 50 mm
SEALING PRODUCTS
In order to meet Volvo's requirements, only approved sealing products may be used.
The products that have been tested for body sealing are listed below.
SPRAY SEALANT
P/N 116 1443 is a sprayable bodywork sealant that restores the car to as-new condition after work on the body.
The sealant can be applied as a bead (class A and B) or sprayed on in a thin layer (class D) using a spray gun
(P/N 116 1444).
When applying as a bead, this type of sealant is very difficult to work on afterwards because of its runny
consistency.
The sealant can be painted and hardens approximately 3 mm every 24 hours.
WEATHERSTRIPS
Seal the joints between the panel sections when replacing panel sections such as the spare wheel well, tail panel
etc. Class A and B (P/N 116 1377) sealing is suitable.
FOAM RUBBER REPLACEMENT
Install the foam rubber replacement in the cavity to counter sound spreading through the body.
The foam rubber replacement is a wax treated foam ball (P/N 681 7640) that can be compressed and inserted
between the panel sections. More than one foam ball can be used if one is not sufficient.
FRONT WHEEL BEARING
REMOVAL
REMOVING THE FRONT WHEEL ARCH
Grind off the welds.

Grind clean and apply welding primer.
INSTALLATION
INSTALLING THE FRONT WHEEL ARCH
Fig. 46: Aligning Front Wheel Arch

Align and secure the wheel arch. See: FRONT END and SIDE MEMBERS, FRONT
Align the bracket on the battery shelf. See the dimensions below.
M1 = 136 mm
M2 = 146 mm
Fig. 47: Identifying Welding Locations For Replacement Part

Weld the replacement part into place. Lens diameter: Ø 4.5 mm.
SIDE MEMBER, REAR
PREPARATORY WORK
EXPOSING AND ASSESSING DAMAGE
Remove components. See: REAR SECTION, EXPOSING (2006) , REAR SECTION, EXPOSING (2007) ,
or REAR SECTION, EXPOSING (2008-2012) .
Pull out the damage.
Determine the extent of the damage. See: REAR SECTION and SIDE MEMBERS REAR .
Expose. See: BACK PIECE INNER.
REMOVAL
REMOVING THE REAR SIDE MEMBER
Fig. 48: Identifying Side Member Cut Mark (1)

If it is not necessary to remove the entire side member, cut as marked (1) in the illustration.
INSTALLATION
INSTALLING THE REAR SIDE MEMBER

Fig. 49: Installing Rear Side Member

Spot weld the spare part into place. Lens diameter: Ø 4.5 mm. See illustration for spot weld placement.
Install components. See: REAR SECTION, EXPOSING (2006) , REAR SECTION, EXPOSING (2007) , or
REAR SECTION, EXPOSING (2008-2012) .
Check the whiplash system in the vehicle. See: COLLISION PROTECTION UNIT FROM BEHIND
FRONT SEAT CHECK (2011) .
WHEEL ARCH REAR
REMOVAL
REMOVING THE REAR WHEEL HOUSING
INSTALLATION
INSTALLING THE REAR WHEEL HOUSING

Fig. 50: Identifying Rear Wheel Housing Welding

See WELDING, GENERAL .
Check the fit with the rear fender and door.
Seal the wheel housing, see BODY SEAL, SEALING DIAGRAM .
Install the rear fender, see FENDER .

Fig. 51: Identifying Rear Wheel Arch Welding

Fig. 52: Identifying Rear Wheel Arch Welding

BODY REAR
BACK PIECE, INNER
REMOVAL
REMOVING COMPONENTS AND ASSESSING DAMAGE
Remove:
 components, see REAR SECTION, EXPOSING (2006) , REAR SECTION, EXPOSING (2007) , or
 the outer rear section, see TAIL SECTION EXTERNAL.
Determine the extent of the damage. See REAR SECTION .
HINT: Save colored edges that show where plates sit. They facilitate fitting.
INSTALLATION
Fig. 53: Identifying Weld Points

See WELDING, GENERAL or WELDING, GENERAL .
Fig. 54: Identifying Weld Points

Install the outer rear section, see TAIL SECTION EXTERNAL.
NOTE: Check the whiplash system in the vehicle. See: COLLISION PROTECTION UNIT
FROM BEHIND FRONT SEAT CHECK (2011) .
BUMPER RAIL, REAR
REMOVAL
REMOVING THE REAR BUMPER RAIL
Fig. 55: Identifying Screws Of The Bumper Rail

Remove:
 the bumper. See: COVER BUMPER REAR (2006-2009) or COVER BUMPER REAR (2010-2012)
 the 6 M8 screws of the bumper rail.
INSTALLATION
INSTALLING THE REAR BUMPER RAIL
Install the bumper rail with the 6 screws and tighten. See TIGHTENING TORQUE .
Install the bumper. See: COVER BUMPER REAR (2006-2009) or COVER BUMPER REAR (2010-2012) .
SPARE WHEEL WELL

REMOVAL
REMOVING THE REAR SECTION
As necessary, remove:
 the outer rear section, see TAIL SECTION EXTERNAL

 the inner rear section, see BACK PIECE INNER.
INSTALLATION
INSTALLING THE REAR SECTION
Fig. 56: Identifying Spare Wheel Well Welding

For welding of body components, see WELDING, GENERAL (2006-2009) or WELDING, GENERAL
(2011-2012) .
Install weld screws. See REAR SECTION .

 the inner rear section, see BACK PIECE INNER

 the outer rear section, see TAIL SECTION EXTERNAL
 components, see REAR SECTION, EXPOSING (2006) , REAR SECTION, EXPOSING (2007) , or
NOTE: Check the whiplash system in the vehicle. See: COLLISION PROTECTION UNIT
FROM BEHIND FRONT SEAT CHECK (2011) .
TAIL SECTION, EXTERNAL
PREPARATORY WORK
REMOVING COMPONENTS AND CHECKING FOR DAMAGE
Determine the extent of the damage. See: REAR SECTION and: BODY SIDE .
For further welding information, see WELDING, GENERAL , WELDING, GENERAL

Fig. 57: Identifying Tail Section External Weld Points (1 of 2)

Fig. 58: Identifying Tail Section External Weld Points (2 of 2)

FINISHING
SEAL AND RUSTPROOF THE BODY
Seal seams and joints, see BODY SEAL, SEALING DIAGRAM .
INSTALLATION
Check the whiplash unit. See COLLISION PROTECTION UNIT FROM BEHIND FRONT SEAT
CHECK (2011) .
TAIL SECTION, SIDE
PREPARATORY WORK
For further welding information, see WELDING, GENERAL , WELDING, GENERAL .
Fig. 59: Identifying Tail Section, Side Weld Points

FINISHING

CONVERTIBLE TOP SECONDARY LIFT CYLINDER

CONVERTIBLE TOP SECONDARY LIFT CYLINDER
PREPARATORY WORK
Fig. 60: Identifying Roof Position

Operate the roof to the position shown in the illustration so that the gas spring is as long as possible.
Fig. 61: View Of Gas Spring In Long Position

REMOVAL
REMOVING THE GAS SPRING
Fig. 62: Identifying Gas Spring

WARNING: Replace one gas spring at a time.
Undo the upper and lower retainer.
HINT: Use a small flat chisel.
INSTALLATION
INSTALLING THE GAS SPRING
Install:
 the lower gas spring retainer

 the upper gas spring retainer.
HINT: Use a polygrip.
ROOF
HEADER RAIL WEATHERSTRIP
Materials
soap solution
Glue 8750060
REMOVAL
Remove Header rail Trim Panel, see HEADERRAIL TRIM PANEL
Fig. 63: Removing Header Rail Weatherstrip (1 of 3)

On both sides.
Torque: M6
10 Nm


INSTALLATION
Hint: Use soap solution

Fig. 66: Installing Header Rail Weatherstrip (1 of 4)




On both sides.
Torque: M6
10 Nm
Install Header rail Trim Panel, see HEADERRAIL TRIM PANEL

Fig. 70: Identifying Glue Placement

Use: Glue, 8750060
ROOF BOW
PREPARATORY WORK
Remove components, see FRONT SECTION, EXPOSING and SIDE SECTION, EXPOSING .
Determine the extent of the damage. See: ROOF and: BODY SIDE .
REMOVAL
REMOVING THE ROOF BOW

Fig. 71: Removing The Roof Bow

Remove the outer part of the A-post, see A-PILLAR.
For further welding information, see WELDING, GENERAL
Weld as shown in the illustration.
INSTALLATION
INSTALLING THE ROOF BOW
Install the outer part of the A-post, see A-PILLAR.
FINISHING
Install components, see FRONT SECTION, EXPOSING and SIDE SECTION, EXPOSING .
BRAKES Brake Control System - Removal, Replacement And Installation
BRAKES
Brake Control System - Removal, Replacement And Installation
ANTI-LOCK BRAKE (ANTI-SKID)

ANTI-LOCK BRAKE SYSTEM MODULE (ABS)
REMOVAL
Remove battery. See BATTERY .
Fig. 1: Identifying Anti-Lock Brakes And Brake Pipe

Install the following items:
1. Torque: Anti-lock brakes
14 Nm
2. Torque: Brake pipe M12 with wrench size 11mm
14 Nm
Fig. 2: Identifying M5 Bolts

NOTE: Make sure that the mating faces are clean and free of foreign material.
Torque: M5
5 Nm
Remove hydraulic unit brake system. See HYDRAULIC UNIT BRAKE SYSTEM
INSTALLATION
Order and download software according to 30667171
ANTI-LOCK BRAKE (ANTI-SKID) (B5254T7; 2011-12)

HYDRAULIC UNIT BRAKE SYSTEM
REMOVAL
VEHICLES WITH STABILITY ASSIST
Perform anti-lock brake system module (ABS). See ANTI-LOCK BRAKE SYSTEM MODULE (ABS)
Fig. 3: Identifying Hydraulic Unit Brake System

NOTE: When installing this component, do not download any new software.
INSTALLATION

BRAKES Body and interior
BRAKES
Body and interior
BRAKES
RESERVOIR, BRAKE FLUID
PREPARATORY WORK
REMOVING THE MASTER CYLINDER
Remove the master cylinder. See: MASTER CYLINDER, BRAKE .
REMOVAL
REMOVING THE BRAKE FLUID RESERVOIR
Fig. 1: Removing Brake Fluid Reservoir

Remove:
 the 1 screw on the side of the brake fluid reservoir

 the reservoir.
NOTE: Clean around filler cap at the connector between the reservoir and master
cylinder. This is to ensure that no contaminants enter the brake system.
INSTALLATION
INSTALLING THE BRAKE FLUID RESERVOIR
NOTE: Check the seals. Replace if necessary.
NOTE: Only use brake fluid to lubricate the seal rings in the brake system.
Fig. 2: Installing Brake Fluid Reservoir

Install:
 the brake fluid reservoir -

 the 1 screw on the side of the brake fluid reservoir. Tighten. See: TIGHTENING TORQUE .
INSTALLING MASTER CYLINDER
Install the master cylinder. See: MASTER CYLINDER, BRAKE .
FINISHING
BLEEDING BRAKE SYSTEMS
Bleed the brake system. See: BRAKE SYSTEM BLEEDING .
Check that the brake pipe connections are sealed.
Check the brake fluid level.

BRAKES
Body and interior
BRAKES
MASTER CYLINDER, BRAKE
PREPARATORY WORK
Fig. 1: Removing/Installing Battery Box

Ignition off.
Remove:
 the battery. See: BATTERY

 the 3 screws
 the temperature sensor connector from the battery box
 the battery box.
REMOVAL
REMOVING THE SPLASH GUARD
Fig. 2: Identifying Splash Guard

Remove:
 the hoses from the clip

 the plastic nut, x 1
 the protective cover.

Fig. 3: Identifying Brake Fluid Reservoir

NOTE: Clean the brake pipes' connection at the master cylinder and ABS unit. Place
paper under the master cylinder as protection for the paintwork if brake fluid is
spilled.
Remove:
 the connector on the brake fluid reservoir

 the 2 nuts
 the two brake pipes from the master cylinder. Install the plugs
 the master cylinder.
TRANSFERRING COMPONENTS
Transfer the brake fluid reservoir to the new master cylinder. See:RESERVOIR, BRAKE FLUID .
NOTE: Only use brake fluid to lubricate the O-rings in the brake system.
INSTALLATION
Fig. 4: Identifying Brake Fluid Reservoir

Install:
 the two brake pipes. Tighten. See: TIGHTENING TORQUE

 the 2 nuts. Tighten. See: TIGHTENING TORQUE
 the connector on the brake fluid reservoir.
Bleed the brake system. See: BRAKE SYSTEM BLEEDING .
FINISHING
INSTALLING THE SPLASH GUARD
Fig. 5: Identifying Splash Guard

Install:
 the protective cover.

 the hoses into the clip.
Fig. 6: Removing/Installing Battery Box

Install:
 the battery box

 the temperature sensor connector from the battery box
 the 3 screws
 the battery as shown: BATTERY .
ACCESSORIES AND BODY, CAB Bumpers And Mudflaps - Removal, Replacement And Installation
Bumpers And Mudflaps - Removal, Replacement And Installation
BUMPER
COVER BUMPER FRONT (2006-2009)
REMOVAL
Fig. 1: Identifying Hood

Fig. 2: Identifying Bumper Attachment Screws On Front Frame

Fig. 3: Identifying Bumper Attachment Screws On Inner Front Fender

On both sides.
Fig. 4: Identifying Mating Face

On both sides.
Fig. 5: Identifying Front Bumper Removal Sequence

NOTE: This step requires the aid of another technician.

Fig. 6: Identifying Fog Light Connectors

Fig. 7: Identifying Bumper Attachment Screw Locations

 radiator grille, see RADIATOR GRILLE

 Front fog lights, see FRONT FOG LIGHTS
 headlight washers, see HEADLIGHT WASHERS (2006-2011)
Fig. 8: Identifying Bumper Attachment Panel

Torque: Bracket to front fender
6 Nm
INSTALLATION
COVER BUMPER FRONT (2010-2012)
COVER BUMPER FRONT
REMOVAL

Fig. 9: Identifying Mating Face

CAUTION: Take extra care not to damage the mating faces.
On both sides.
Fig. 10: Identifying Bumper Attachment Screws On Front Frame

Fig. 11: Identifying Bumper Attachment Screws On Inner Front Fender

On both sides.
Fig. 12: Identifying Under Carriage Bumper Attachment Screws

ALL VEHICLES
Fig. 13: Identifying Front Bumper Removal Sequence

On both sides.
Fig. 14: Identifying Fog Light Connector & Cable

On both sides.
Fig. 15: Identifying Bumper Attachment Screw Locations

Remove the radiator masking, see RADIATOR GRILLE
Fig. 16: Locating Grille Fasteners

Remove the front fog light, see FRONT FOG LIGHTS

Fig. 17: Identifying Bumper Attachment Panel

Torque: Bracket to front fender
6 Nm
Remove the headlamp, see HEADLAMPS
Fig. 18: Identifying Attachment Rail

INSTALLATION
COVER BUMPER REAR (2006-2009)
REMOVAL
Fig. 19: Locating Rear Bumper Cover Upper Screws

Fig. 20: Locating Rear Bumper Cover Lower Screws

Fig. 21: Locating Rear Bumper Cover Wheel Well Screws

On both sides.
Fig. 22: Removing Rear Bumper Cover

Fig. 23: View Of Inner Bumper Cover Screws

Fig. 24: Identifying Bumper Impact Foam Absorber Screws

Fig. 25: Identifying Rear Bumper Apron Screws

INSTALLATION
COVER BUMPER REAR (2010-2012)
REMOVAL
Fig. 26: Locating Rear Bumper Cover Upper Screws


Fig. 28: Locating Rear Bumper Cover Wheel Well Screws

On both sides.
Fig. 29: Removing Rear Bumper Cover

On both sides.
Fig. 30: View Of Inner Bumper Cover Screws

Torque: Bracket for rear fender
6 Nm
Fig. 31: Identifying Bumper Impact Foam Absorber Screws

Torque: Bracket for rear fender
6 Nm
Fig. 32: Identifying Rear Bumper Apron Screws

INSTALLATION

ACCESSORIES AND BODY, CAB Bumpers And Mudflaps - Installation Instructions, Accessories
Bumpers And Mudflaps - Installation Instructions, Accessories
REAR BUMPER
PROTECTION EXTENSION
Fig. 1: View Of Open Trunk Lid

Fig. 2: Clean Rear Bumper Area

Fig. 3: View Of Rear Bumper Protection Position

Fig. 4: Identifying Rear Bumper Protection Placement

Fig. 5: View Of Rear Bumper Protection Alignment

Fig. 6: View Of Rear Bumper Protection At Edge Of Bumper

Fig. 7: Removing Bumper Protection Adhesive Backing

Fig. 8: Removing Remainder Of Adhesive Backing

Fig. 9: Identifying Squeegee Applicator

Fig. 10: Removing Protective Material On Bumper Protector

PROTECTIVE PLATE (2010-2012)

BENEATH ENGINE
APPLIES TO ALL MODELS

Fig. 11: Identifying Engine Splash Guard Screws

 Remove the screws for the engine splash guard and remove it.
 The two screws (1) will be reused, place the others to one side.
Fig. 12: View Of Subframe Clips

 Remove the five clips in the subframe and bracket for the radiator. They will not be reused.
APPLIES TO ALL CARS WITH 5 CYL. ENGINES

Fig. 13: Identifying Wood Positioned Inside Radiator Bracket

 Position three thin pieces of wood, plastic or metal on the inside of the radiator bracket. One opposite the
hole in the center and one above the hole to the right. Place the third piece to the left of the left-hand hole.
This is to protect components in the connection to the radiator bracket when drilling holes.
Fig. 14: View Of Covered Engine Bay

 Cover the underneath of the engine with cardboard or similar, so that drilling metal shavings do not blow
up into the engine compartment.
NOTE: Do not drill out the front hole to the left. A new hole will be drilled to the
side of it later.
 File down the edges of the holes.

NOTE: Rustproof the hole edges thoroughly.
 Remove the cover from under the engine.
Fig. 15: Identifying Tool P/N 9512782

 Rivet the nuts in the drilled holes. Use tool part no. 9512782 .
Fig. 16: View Of New Protective Plate Screws

 Install the new protective plate for marking and drilling holes for the left front mounting.
 At final attachment stage of the protective plate, the two screws must have two spacer washers each
between the mounting lugs and the subframe. This is not required at this stage.
Fig. 17: View Of Radiator Bracket Drill Hole

 Take a 8.5 mm (21/64") drill bit and drill through the hole in the engine's protective plate and through the
bracket for the radiator.
 Remove the engine splash guard.

 Cover the underneath of the engine opposite the last hole with cardboard or similar, so that drilling metal
shavings do not blow up into the engine compartment.
 Carefully drill out the last hole. Use tool P/N 9814112 .
 File down the edge of the hole.

NOTE: Rustproof the hole edge thoroughly.
Fig. 19: Identifying tool P/N 9512782

 Rivet the nut in the drilled hole. Use tool part no. 9512782 .
 Remove the three pieces of wood, plastic or metal from the inside of the radiator bracket.
Illustrations A and B
 Install the engine splash guard using two existing screws and the five screws with washers from the kit
according to the diagram.
NOTE: The two rear screws must have two spacer washers each between the mounting
lug and the subframe. See image B.
Fig. 21: View Of Washers Between Mounting Lug And Subframe

Fig. 22: Identifying M8 Screws

 Torque tighten the M8 screws.

Fig. 23: Identifying Splash Guard Screws

 Remove the screws for the engine splash guard and remove it.
 The two screws (1) will be reused, place the others to one side.
Fig. 24: Identifying Subframe Clips

 Remove the five clips in the subframe and bracket for the radiator. They will not be reused.
Fig. 25: View Of Inner Wing Screws

 Remove the screws at the rear edge of the inner wings on both sides.
Illustration A
Fig. 26: Identifying Cover For Nozzles For Headlamp Washers

grip the cover. Pull the cover out until the catch becomes accessible.
Illustration B

Illustration A
Fig. 28: Identifying Locating Lugs

 Pull the bumper cover at the lower edge slightly to access the locating lugs on top of the radiator.
 Cut off the two locating lugs where the two first holes are to be drilled.
 Reinstall the bumper cover.
Illustration B
Fig. 29: View Of Cutting The Right-Hand Side

 Image B shows cutting on the right-hand side.
Illustration C
Fig. 30: View Of Cutting The Left-Hand Side

 Image C shows cutting on the left-hand side.

Fig. 31: View Of Cardboard Covering Rear Edge Engine Bay

 Cover the underneath of the engine at the rear edge with cardboard or similar, so that drilling metal
shavings do not blow up into the engine compartment.
 Carefully drill out the two holes at the rear edge where the clips were located. Use tool P/N 9814112 .
NOTE: Rustproof the hole edges thoroughly.

Fig. 33: View Of Splash Guard Center Line Marking

 Measure the center line between both rectangles where the old engine splash guard center front screw was
and make a cross marking.
Fig. 34: View Of Radiator Bracket Marking

 Make a longitudinal marking 8.5 mm (21/64") from the front edge and on the radiator bracket opposite
where the locating lug was cut off.
 Do the same on the other side where the other locating lug was cut off.
Fig. 35: Identifying Splash Guard Screws

 Take workshop lift part no. 9985972 and fixture part no. 9995972 and use it as a support when handling
the engine splash guard in the following points.
 Position the engine splash guard on the lift and raise it towards the subframe.
 Secure it in the two rear holes using screws and washers from the kit. One washer under the screw head
and two washers between the panel and the subframe for each mounting.
Do not tighten too hard as the engine splash guard must be adjusted at the front edge according to the
made markings.
Fig. 36: Identifying Splash Guard Screw And Washer Kit

Illustration A
Fig. 37: View Of Splash Guard Front Mounting Holes

 Centre the engine splash guard's two front mounting holes and the center hole above the made markings.
 Press up the workshop lift slightly so that the panel does not rub.
Illustrations B and C
Fig. 38: View Of Left Front And The Center Mounting Hole
 Now take a loose drill bit with the same diameter as the holes in the front mounting holes and rotate to
create a marking on the longitudinal markings.
NOTE: take care when marking the two front hole. Drill the large holes on the
narrow panel edge.
 Remove the engine splash guard after marking.
Fig. 39: View Of Both Right-Hand Front Mounting Holes

 Image B shows the left front and the center mounting hole.
 Image C shows both right-hand front mounting holes.
Fig. 40: View Of Left-Hand Hole Drill Mark

NOTE: Use a smooth drill bit head and ensure that the drill bit does not slip off the
surface to be drilled, the surface is small in relation to the completed size of the
hole.
 Make a clear punch mark in the center of the marking for both front holes.
 Cover part of the underneath of engine compartment to prevent metal shavings from being blown up.
 Pre-drill with a 4 mm (5/32") drill bit, then a 8 mm 5/16") drill bit and finally with drill bit part no.
9814112 . Use a drill stop to prevent drilling through parts above.
NOTE: Rustproof the hole edges thoroughly and as well any scriber markings.
Fig. 41: View Of Right-Hand Hole Drill Mark

 Illustration A applies to the left-hand hole.

 Illustration B applies to the right-hand hole.

Fig. 43: View Of Protective Plate Screws

 Install the new protective plate for marking and drilling the three holes in the mounting.
At final attachment stage of the protective plate, the two screws must have two spacer washers each
between the mounting lugs and the subframe. This is not required at this stage.
Fig. 44: View Of Splash Guard And Radiator Bracket Drill Holes
 Take a drill bit with the same diameter as the three holes in the engine splash guard. Use a drill stop.
 Carefully drill out the three holes through the holes in the engine splash guard and radiator bracket.
 Remove the engine splash guard.
Fig. 45: Identifying Drill Bit P/N 9814112

 Install the cover beneath the engine.

 Take drill bit part no. 9814112 and carefully drill out the three holes.
NOTE: Rustproof the hole edges thoroughly and as well any scriber markings.
Fig. 46: Identifying Rivet Nuts In Drill Holes

Fig. 47: Identifying Engine Splash Guard Screws

 Install the engine splash guard using two existing screws and the seven screws with washers from the kit
according to the diagram.
NOTE: The two rear screws must have two spacer washers each between the mounting
lug and the subframe. See image B.
Fig. 48: View Of Mounting Lug And Subframe Screws

Fig. 49: Tightening Splash Guard With Torque Specifications

 Torque tighten the M8 screws.

Fig. 50: Identifying Front Bumper Inner Wing Screws

Fig. 51: View Of Nozzle Cover

CABIN AIR FILTER Volvo - C30 & C70
CABIN AIR FILTER
Volvo - C30 & C70
REMOVAL & INSTALLATION
NOTE: Manufacturer's terminology for this filter is passenger compartment air cleaner
or particle filter.
CABIN AIR FILTER
Removal & Installation
REMOVAL
Fig. 1: Identifying Screws

Remove the accelerator pedal (AP). See ACCELERATOR PEDAL .
Fold the floor carpet out of the way.
Remove:
 the 3 screws and raise the cover
Fig. 2: Identifying Passenger Compartment Air Cleaner (ACL)

 the filter by pulling it out behind the brake pedal.
INSTALLATION

NOTE: The direction of the air flow is indicated on the top of the filter. Ensure that the
filter is installed with the text side facing up and so that the arrows on the filter
point straight back into the vehicle.
Install the air filter by compressing it slightly and inserting it behind the brake pedal.
Clamp the cover in place at the rear edge. Screw the cover into place at the front edge using the 3 screws.
Fold back the carpet.
Install the accelerator pedal (AP). See ACCELERATOR PEDAL .

ELECTRICAL Cables And Fuses - Removal, Replacement And Installation
ELECTRICAL
Cables And Fuses - Removal, Replacement And Installation
CABLES
CONNECTOR ANTI-LOCK BRAKING SYSTEM MODULE (ABS)
Special tools:
see 9512630
see 9512631
DISASSEMBLY
DISASSEMBLING SECONDARY LOCK
Fig. 1: Identifying Secondary Lock Released Using Electrician's Screwdriver

Disconnect the secondary lock. Use an electrician's screwdriver, as illustrated.
CAUTION: Disconnect and work with only one cable at a time to minimize the risk of
mixing them up.
DISASSEMBLING PRIMARY LOCK
Fig. 2: Identifying Tools 951 2636 Or 951 2639 To Remove Primary Lock
Use tool: see 9512630 and tool: see 9512631 to remove the primary lock. See the illustrations.
At the same time pull the cable carefully backwards.
ASSEMBLY
NOTE: Wheel sensor cables are twisted pair (positive and negative signal) cables for
each wheel. It is important that paired cables are twinned in the same way when
they are reinstalled in the connector. The cables must be twisted approximately
3 times per 100 mm.
ASSEMBLING PRIMARY LOCK
Check that the cable terminal is undamaged.
Press the cable terminal into the housing.
Check that the cable terminal is properly locked by pulling carefully on the cable.
ASSEMBLING SECONDARY LOCK
Press the secondary lock into place.
CONNECTOR CONTROL MODULE EXTRA SAFETY SYSTEM
Special tools:
see 9512812
see 9512637
DISASSEMBLY
DISASSEMBLING SECONDARY LOCK

Fig. 3: Identifying Receptacle Housings Removal

Press in the active catches on both sides of the socket housing and slide out the receptacle housings.
CAUTION: Disconnect and work with only one cable at a time to minimize the risk of
mixing them up.
DISASSEMBLING PRIMARY LOCK

Fig. 4: Identifying Locking Tab Pressed In On Cable Terminal Using Special Tool 9512812
Press in the locking tab on the cable terminal and carefully pull out the cable and the cable terminal. Use tool:
see 9512812 or tool: see 9512637 , see the illustration.
ASSEMBLY
ASSEMBLING PRIMARY LOCK
Check that the cable terminal is undamaged.
Press the cable terminal into the housing.
Check that the cable terminal is properly locked by pulling carefully on the cable.
ASSEMBLING SECONDARY LOCK
Press the secondary lock into place.
LEADS (B5254T3, AW55-50/51SN; 2006)

CONNECTORS TRANSMISSION, DISCONNECTING/CONNECTING
is always correct.
PREPARATORY WORK
REMOVING THE AIR CLEANER (ACL) MODULE
Ignition off.
Remove the air cleaner (ACL) module. See:
DISASSEMBLY
DISASSEMBLING CONNECTORS

NOTE: Ensure that the area around the connectors is clean.
Disconnect the connectors from the control module.
NOTE: Do not touch the contact strips on the connectors or the control module pins
with your fingers.
ASSEMBLY
ASSEMBLING THE CONNECTOR
Connect the connectors. Ensure that the catches for the connectors are in their positions.
FINISHING
INSTALLING THE AIR CLEANER (ACL) MODULE
Install the air cleaner (ACL) module. See:
ELECTRICAL DISTRIBUTION BOX, FUSE BOX (2006-2012)

ACCESSORY CONTROL MODULE (AEM)
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVAL
REMOVING THE CONTROL MODULE

Fig. 7: Removing The Control Module

Fold out the right-hand side panel in the cargo compartment. See: SIDE PANEL LOADSPACE
Remove:
 the connectors
 the control module by pressing out the control module.
INSTALLATION
Install:
 the control module

 the connectors
 the right-hand side panel in the cargo compartment. See: SIDE PANEL LOADSPACE .
FINISHING
PROGRAMMING THE CONTROL MODULE
Program the new control module in accordance with: 30739274 .
CONTROL MODULE RELAY BOX PASSENGER COMPARTMENT
REMOVAL
Perform battery disconnecting and connecting, see BATTERY DISCONNECTING AND CONNECTING
CAUTION: The control module must be removed, reinstalled and downloaded with
software before the control module is replaced.
NOTE: This module contains customer parameters.
Fig. 8: Identifying Control Module Relay Box & Clip

Fig. 9: Identifying Zip Ties

Fig. 10: Identifying Control Module Relay Box Tilted Down

Fig. 11: Identifying Control Module Relay Box Pulled Forward And Down
Fig. 12: Identifying Control Module Relays And Cables

NOTE: Make sure that the component terminals are not bent or damaged.
Fig. 13: Identifying Removal Of Control Module Relay Box

INSTALLATION
Set the clock.
LEAD BATTERY TO CENTRAL ELECTRICAL UNIT ENGINE COMPARTMENT
Special tool
T9512636 TERMINAL REMOVAL TOOL (COLOR CODE: BLUE)

Tool number: T9512636
Tool description: TERMINAL REMOVAL TOOL (COLOR CODE: BLUE)
Tool boards:
T9512852 TERMINAL REMOVAL TOOL
Tool description: REMOVAL TOOL
Tool boards:
REMOVAL
Disconnect the negative battery lead. See BATTERY DISCONNECTING AND CONNECTING
Fig. 14: Identifying Direction To Remove Central Electrical Unit Cover

Fig. 15: Identifying Battery Lead To Battery Lead Terminal, 14 Nm

Torque: Battery lead to battery lead terminal
14 Nm
Fig. 16: Identifying Relay/Fuse Holder's Screw(s)

Remove the relay/fuse holder's screws, 2 pcs. Lift the relay/fuse holder straight up at the trailing edge. Remove
the lower casing.
Fig. 17: Identifying Position Of Relays

NOTE: Note the position of the relays. Remove relays and fuses from the relay/fuse
holder as needed.
For the location of the relays and fuses, see:
 service information for relevant model year

 decals at each respective relay and fuse box in the vehicle.
 Pocket Data Booklet
Remove the front secondary catch, lift with a screwdriver.
Fig. 18: Identifying Removal Of Front Secondary Catch With Terminal Removal Tool 9512636
Remove the thin cable. see 9512636

Fig. 19: Identifying Terminal Removal Tool 9512852 For Removal Of Front Secondary Catch
Alternatively. see 9512852
INSTALLATION
Install in reverse order.
ELECTRICAL DISTRIBUTION BOX, FUSE BOX (B5244S4; 2006-2007)

CABLE, BATTERY TO GENERATOR
REMOVAL
NOTE: Some variation may occur. However, the essential information in the
illustrations is always correct.
Fig. 20: Locating Connection To Battery, Nut On Starter And Air Cleaner
 battery negative lead. See BATTERY DISCONNECTING AND CONNECTING

 the air cleaner (ACL).
 connection to battery.
14 Nm
 nut on starter motor.
Torque: Starter motor B+ terminal
15 Nm
 the clamp, x 1
 1 clip
 the lead.
INSTALLATION
ELECTRICAL DISTRIBUTION BOX, FUSE BOX (B5254T3/T7; 2006-2012)

CABLE, BATTERY TO GENERATOR
REMOVAL
Fig. 21: Locating Connection To Battery, Nut On Starter And Air Cleaner

 the air cleaner (ACL).
 connection to battery.
14 Nm
 nut on starter motor.
Torque: Starter motor B+ terminal
15 Nm
 the clamp, x 1
 1 clip
 the lead.
INSTALLATION

ELECTRICAL Cables And Fuses - Specifications, Electrical/Electronic
ELECTRICAL
Cables And Fuses - Specifications, Electrical/Electronic
COMPONENT SPECIFICATION, CENTRAL ELECTRONIC MODULE (CEM)

COMPONENT SPECIFICATION
The resistance values assume a temperature of +25°C unless otherwise stated.
Designation Type Value Miscellaneous

Battery temperature sensor The battery
temperature
Negative temperature gauge removed
Resistance: approximately 2795
coefficient (NTC) from and
ohms
sensor including
structure week
200605
Resistance:
8182 ohms at -5°C
6318 ohms at +0°C
4918 ohms at +5°C
Negative temperature
3857 ohms at +10°C
Outside temperature sensor coefficient (NTC)
3047 ohms at +15°C
sensor
2424 ohms at +20°C
1841 ohms at +25°C
1584 ohms at +30°C
1035 ohms at +40°C
Fuel level sensor, 62 liter tank.
Voltage:
0 liter: 3.57 V
1 liter: 3.57 V
2 liters: 3.56 V
3 liters: 3.56 V
4 liters: 3.55 V
5 liters: 3.41 V
6 liters: 3.30 V
7 liters: 3.17 V
8 liters: 3.13 V
9 liters: 3.09 V
10 liters: 3.04 V
11 liters: 3.00 V
12 liter: 2.95 V
13 liter: 2.90 V
14 liter: 2.84 V
15 liter: 2.78 V
20 liter: 2.48 V
30 liter: 2.01 V
62 liter: 0.55 V
Voltage:
0 liter: 3.57 V
1 liter: 3.57 V
2 liters: 3.56 V
3 liters: 3.56 V
4 liters: 3.55 V
5 liters: 3.55 V
6 liters: 3.54 V
7 liters: 3.41 V
Fuel level sensor, 55 liter tank 8 liters: 3.33 V
gasoline. 9 liters: 3.17 V
10 liters: 3.13 V
11 liters: 3.08 V
12 liters: 3.03 V
13 liter: 2.98 V
14 liter: 2.92 V
15 liter: 2.86 V
20 liter: 2.48 V
30 liters: 1.97 V
55 liters: 0.60 V
Voltage:
0 liter: 3.64 V
1 liter: 3.64 V
2 liter: 3.63 V
3 liters: 3.64 V
4 liter: 3.62 V
5 liter: 3.62 V
6 liter: 3.61 V
7 liter: 3.48 V
Fuel level sensor, 55 liters 8 liter: 3.31 V
tank flexi fuel (B4184S8) 9 liters: 3.09 V
10 liters: 2.99 V
11 liters: 2.86 V
12 liters: 2.73 V
13 liters: 2.58 V
14 liters: 2.41 V
15 liters: 2.32 V
20 liters: 1.91 V
30 liters: 1.59 V
55 liters: 0.70 V
Voltage:
0 liter: 3.57 V
1 liter: 3.57 V
2 liters: 3.56 V
3 liters: 3.56 V
4 liters: 3.50 V
5 liters: 3.43 V
6 liters: 3.32 V
7 liters: 3.20 V
8 liters: 3.15 V
9 liters: 3.13 V
10 liters: 3.07 V
54 liters tank PZEV 11 liters: 3.00 V
12 liters: 2.92 V
13 liters: 2.88 V
14 liter: 2.84 V
15 liter: 2.75 V
20 liter: 2.42 V
30 liter: 1.81 V
54 liter: 0.55 V
Voltage sensor 1:
0 liter: 3.57 V
1 liter: 3.50 V
2 liters: 3.41 V
3 liters: 3.17 V
4 liters: 3.04 V
5 liters: 2.90 V
6 liter: 2.73 V
7 liter: 2.52 V
8 liter: 2.44 V
9 liters: 2.36 V
10 liters: 2.27 V
15 liter: 1.74 V
20 liter: 1.19 V
27 liter: 0.55 V
58 liters saddle tank AWD
Voltage, sensor 2:
0 liter: 3.57 V
1 liter: 3.50 V
2 liters: 3.41 V
3 liters: 3.30 V
4 liters: 3.17 V
5 liters: 3.07 V
6 liters: 2.96 V
7 liters: 2.83 V
8 liters: 2.69 V
9 liters: 2.52 V
10 liters: 2.44 V
15 liters: 1.95 V
20 liters: 1.49 V
30 liters: 0.64 V
COMPONENT SPECIFICATION, GAS DISCHARGE LAMP MODULE (GDL)

COMPONENT SPECIFICATION, GAS DISCHARGE LAMP MODULE (GDL)
see COMPONENT SPECIFICATION, GAS DISCHARGE LAMP MODULE (GDL)
COMPONENT SPECIFICATION, START CONTROL MODULE (SCU)

COMPONENT SPECIFICATION
START CONTROL MODULE (SCU) (3/1)
Fig. 1: Identifying Ignition Electro Mechanical Switch

Type
Ignition switch: Electro mechanical switch.
Immobilizer: Transponder reader that reads off the Key's ID.
The immobilizer checks that the key is valid. If the key is not valid, the vehicle cannot be started.
Characteristic
The resistance between the control module's pins must be at least 100 kohms for open circuit, and maximum
100 mohms for closed circuit.
Other information
On all vehicles with an automatic gearbox, and vehicles on the American market, there is a solenoid in the
ignition switch that prevents the key from being turned from position I to 0 if the correct conditions are not met.
TERMINAL
Fig. 2: Identifying Ignition Switch Power Supply Connector

Connector terminal Signal type Other

#1 Power supply +75 accessory Out
#2 Power supply Crank Out
#3 Power supply Ignition on Out
#4 Not connected Out
#5 30 supply power supply Key in Out

#6 30 supply power supply Immobilizer Out
#7 Battery voltage In
#8 Solenoid Out
Fig. 3: Identifying Ignition Switch Ground And LIN Communication Connector

Connector terminal Signal type Other

#1 Ground In
#2 LIN communication In / Out
#3 Power supply Immobilizer -
CHECK
Table showing the key positions that the control module's power supplies are active in respectively passive in.
X=Active
Power supply
Key position 30-feed +75 supply accessory Crank
Ignition on
0 X
I X X
II X X X
III X X X
Conditions
 Breakout box connected to central electronic module (CEM).

 Or loose Start control module (SCU).
Check 1
With breakout box connected to central electronic module (CEM):
Measure the voltage on the pins that correspond to the different voltage supplies from the Start control module
(SCU) for all key positions, and check that it corresponds with the table that describes in which key position
each voltage supply is active.
Check, using Volvo's diagnostic tool, that the key has been approved by the immobilizer.
Check 2
With loose Start control module (SCU):
Measure the resistance between the control module pins in the different key positions. Compare the result with
the table that describes in which position each voltage supply is active. Open switches have a resistance of at
least 100 kohms. Closed switches have a resistance of a maximum of 100 mohms.
SIGNAL DESCRIPTION, ACCESSORY ELECTRONIC MODULE (AEM)

SIGNAL SPECIFICATION
Fig. 4: Identifying Connector Terminals

Fig. 5: Accessory Electronic Module Ground Terminals

NOTE: It is important to connect the breakout box and check the ground terminals
before taking readings.
Other information
 see CONNECTING THE BREAKOUT BOX .
U= DC voltage in volts (V) UAC = AC voltage in volts (V)

Ubat = Battery voltage (V) f= Frequency in Hertz (Hz)
Ulow = Voltage approximately 0 V % duty = Duty cycle (pulse ratio) as a percentage (%)
t= Time in milliseconds (ms)
Connector A, terminals #A1-#A4

The following values are measured between the relevant terminal in column 1 and terminal #A1 (power
ground) unless otherwise stated.
Check the ground terminals before starting to take readings with the breakout box.
Terminal Terminal Signal type Ignition off Ignition on Other

in the in
breakout connector
box
Activated Not Activated Not
activated activated
#51 #A1 Power ground U low U low U low U low
#52 #A2 30-supply to the U bat U bat U bat U bat
accessory electronic
module (AEM)
#53 #A3 Communication 1.5 - 2.5 V 1.5 - 2.5 V 1.5 V, at
CAN L low speed communication
network
#54 #A4 Communication 2.5 - 3.5 V 2.5 - 3.5 V 3.5 V, at
CAN_H low speed communication
network
Fig. 6: Accessory Electronic Module Ground Terminals

Connector B, terminals #B1 - #B50

The following values are measured between the relevant terminal in column 1 and terminal #A1 (power
ground) unless otherwise stated.
Check the ground terminals before starting to take readings with the breakout box.

in the in
breakout connector
box
Activated Not Activated Not
activated activated
#1 #B1 Remote start, power U bat U bat U bat U bat Remote
supply start module
always
activated
#2 #B2 Remote start, ground U low U low U low U low
#3 #B3 Remote start, digital U low U=3V U low U=3V Pulses with
input signal or U = 5 or U = 5 variable
V V time periods
#4 #B4 Electric engine block U low U low U low U low
heater, ground
#5 #B5 Electric engine block U bat U low U bat U low
heater, control signal
#6 #B6 -
#7 #B7 -
#8 #B8 -
#9 #B9 -
#10 #B10 -
#11 #B11 Carphone mute, U bat U bat U low U bat
digital input signal
#12 #B12 -
#13 #B13 -
#14 #B14 - U bat U bat PWM = PWM = Pulse width
30% - 70% 30% - modulation
70% (PWM)
signal
#15 #B15 Alarm signal P0, U low U bat U bat U bat Status
digital output signal "Ignition off
" on
condition
the ignition
key is out
#16 #B16 Alarm signal P1, U low U bat U bat U bat Status
digital output signal "Ignition off
" on
condition
the ignition
key is out
#17 #B17 -
#18 #B18 -
#19 #B19 -
#20 #B20 -
#21 #B21 -
#22 #B22 -
#23 #B23 -
#24 #B24 -
#25 #B25 -
#26 #B26 -
#27 #B27 -
#28 #B28 -
#29 #B29 -
#30 #B30 -
#31 #B31 -
#32 #B32 -
#33 #B33 Alarm signal S0, U bat U bat U low U bat
digital output signal
#34 #B34 Alarm signal S1, U low U low U bat U low
digital output signal
#35 #B35 -
#36 #B36 -
#37 #B37 -
#38 #B38 -
#39 #B39 -
#40 #B40 -
#41 #B41 -
#42 #B42 -
#43 #B43 -
#44 #B44 -
#45 #B45 -
#46 #B46 -
#47 #B47 -
#48 #B48 -
#49 #B49 -
#50 #B50 -
SIGNAL DESCRIPTION, CENTRAL ELECTRONIC MODULE (CEM) (2006-

2007)
SIGNAL DESCRIPTION CENTRAL ELECTRONIC MODULE (CEM)
General
All the values given below are between the connections in column 1 and connection #A28 in column 2 (power
ground). This applies unless otherwise indicated in the last column.
U= DC voltage in volts (V) t= Time in milliseconds (ms)

Ulow = Voltage approximately 0 V % duty Duty cycle (pulse ratio) as a percentage (%)
Fig. 7: Identifying Connector E, Front-1

Connector E, Front-1
Breakout Control Signal type Ignition off Ignition on Miscellaneous
box terminal module Active / Not Active / Not
terminal active active
#1 #E1 Transmission Ubat at ignition in position II;
control module Ulow otherwise
(TCM), signal
supply
#2 #E2 Electrical power Ubat at ignition in position II;
steering module Ulow otherwise
(EPS), signal
supply
#3 #E3 Brake control Ubat at ignition in position I;
module (BCM), Ulow otherwise
signal supply
#4 #E4 Reserve - -
#5 #E5 Reserve - -
#6 #E6 Reserve - -
#7 #E7 Reserve - -
#8 #E8 Windshield washer Ulow Ubat/Ulow
motor, power
supply
#9 #E9 Reserve - -
#10 #E10 Engine control
module (ECM), Ulow Ubat/Ulow
waking
High beam right-
#11 #E11 Ulow Ubat/Ulow
hand, power supply
Tailgate washer
#12 #E12 motor, power Ulow Ubat/Ulow
supply
Front left-hand
#13 #E13 parking lamp, Ubat/Ulow Ubat/Ulow
power supply
Back-up (reversing)
#14 #E14 Ulow Ulow/Ubat
lamp, check signal
#15 #E15 Reserve - -
30-supply to the
#18 #E18 central electronic Ubat Ubat
module (CEM)
30-supply to the
central electronic
#20 #E20 Ubat Ubat
module (CEM)
30-supply to the
module (CEM)
30-supply to the
module (CEM)
30-supply to the
module (CEM)
Low beam left,
#25 #E25 Ubat/Ulow Ubat/Ulow
power supply
Full beam left,
power supply
Stop lamp switch,
#28 #E28 Ulow/Ulow Ulow/Ubat
power supply
Gas discharge lamp
#29 #E29 module (GDL), Ulow Ulow/Ubat
power supply
#36 #E36 Siren, power supply Ubat Ubat
Low beam right-
hand, power supply
Front left-hand turn Pulse width
Ubat-
#38 #E38 signal lamp, power Ulow modulation (PWM)
Ulow/Ulow
supply signal
Front right-hand Pulse width
Ubat-
#39 #E39 turn signal lamp, Ulow modulation (PWM)
Ulow/Ulow
power supply signal
Stop lamp switch,
#40 #E40 check signal to Ubat/Ulow Ubat/Ulow
ECM
Stop lamp switch,
control signal
Fig. 8: Identifying Connector B, Cockpit-2

Connector G, Front-2
box module Active / Not Active / Not
terminal terminal active active
#1 #G1 Communication LIN During communication the voltage Siren control
bus 3 is 0V - Ubat module (SCM)
#2 #G2 Front right-hand Ubat/Ulow Ubat/Ulow
parking lamp, power
supply
Communication LIN During communication the voltage
#3 #G3 WMM
bus 9 is 0V - Ubat
#4 #G4 Reserve - -
#5 #G5 Reserve - -
The battery
Battery temperature temperature gauge
#6 #B6 Ulow Ulow
sensor, ground removed from and
including structure
week 200605
Accelerator pedal
#7 #G7 (AP) position sensor, Ulow Ulow
check signal
#8 #G8 Reserve - -
Relay, front fog lamp,
#9 #G9 Ubat Ulow/Ubat
control signal
#10 #G10 Reserve - -
Relay, headlamp
#11 #G11 wash / wipe, control Ubat Ulow/Ubat
signal
Clutch pedal sensor,
#12 #G12 Ulow Ulow
check signal
The battery
temperature gauge
Battery temperature
#13 #G13 Ulow U=0V-5V removed from and
sensor, signal
including structure
week 200605
Electrical power
steering module
(EPS) / Brake
control module
(BCM) / Body
Communication
The voltage is 1.5-2.5 V during sensor cluster
#14 #G14 CAN_L high speed
communication (BSC) /
network
Transmission
control module
(TCM) / Integrated
Starter Generator
(ISG)
Electrical power
steering module
(EPS) / Brake
control module
(BCM) / Body
Communication
The voltage is 2.0-3.5 V during sensor cluster
#15 #G15 CAN_H high speed
communication (BSC) /
network
Transmission
control module
(TCM) / Integrated
Starter Generator
(ISG)
Communication Combustion
The voltage is 2-3.5 V during
#16 #G16 CAN_H low speed preheater module
communication
network (CPM)
Relay, horn, control

#18 #G18 Ulow/Ubat Ulow/Ubat
signal
Ulow with the hood closed Pulsed signal,
#19 #G19 Hood switch
Ulow-Ubat with the hood open f=100Hz
#21 #G21 Ulow U=5 V
power supply
Accelerator pedal
#22 #G22 (AP) position sensor, Ulow U=5 V
power supply
#23 #G23 Ulow U=0.15-4.75V
power supply
#24 #G24 Ulow Ulow/Ubat I4-motor
power supply
#26 #G26 Xenon lamps (GDL)
bus 2 is 0V - Ubat
Switch, brake fluid Ulow at normal level; Ubat at low
#27 #G27
level level
Switch, washer fluid Ulow at normal level; Ubat at
#28 #G28
level levels below 0.7 liters
Engine control
#30 #G30 module (ECM), Ulow/Ubat Ulow/Ubat Diesel only
collision signal
Accelerator pedal
#31 #G31 (AP) position sensor, Ulow U=0.15-4.85V
check signal
Combustion
Communication CAN The voltage is 1.5-2.5 V during
#32 #G32 preheater module
L low speed network communication
(CPM)
Fig. 9: Identifying Connector A, Cockpit-1

Connector A, Cockpit-1
Breakout box Control Signal type Ignition off Ignition on Miscellaneous
terminal module Active / Not Active / Not
#1 #A1 Dimmer, check Ulow Ulow-Ubat
signal
#2 #A2 Reserve - -
#3 #A3 Positive temperature Ubat at ignition in position II;
coefficient (PTC) Ulow otherwise
heater, signal supply
#4 #A4 Data link connector Ubat
(DLC), power Ubat
supply
#5 #A5 Reserve - -
#6 #A6 Reserve - -
#7 #A7 Reserve - -
#8 #A8 Phone module Ulow Ubat
(PHM), power
supply
#9 #A9 Multimedia module Ulow Ubat
(MMM) display,
power supply
#10 #A10 Supplemental Ulow Ubat
restraint system
module (SRS), 15-
power supply
#11 #A11 Reserve - -
#14 #A14 CEM, signal ground Ulow Ulow
S-supply (Power
#15 #A15 supply from ignition Ulow (Key out), Ubat (key in)
switch)
X-supply to
passenger Ubat at ignition in positions I
#16 #A16
compartment, and II; Ulow otherwise
power supply
15-supply (Power
Ubat (Key in positions II and
#17 #A17 supply from ignition
III); Ulow otherwise
switch)
Steering wheel
#18 #A18 module (SWM), Ubat Ubat
power supply
Audio module
#19 #A19 Ubat Ubat
(AUD), 30-supply
#20 #A20 Reserve
Climate control
module (CCM),
#21 #A21 infotainment control Ulow Ubat
module (ICM),
power supply
Cigarette lighter,
#23 #A23 Ubat Ubat
power supply
Courtesy lighting,
#25 #A25 Ubat/Ulow Ubat/Ulow
power supply
#28 #A28 Power ground Ulow Ulow
Multimedia module
(MMM), power
#29 #A29 Ulow Ubat
supply
X-supply (Power
Ubat (Key in positions I and II);
#30 #A30 supply from the
Ulow otherwise
ignition switch)
LED front fog lamp,
#32 #A32 Ubat Ulow
ground
Phone module Airbag not triggered = Ubat-8V
#33 #A33 (PHM), collision Airbag triggered= Pulse 1-0.6V
signal below 200ms
Fuel tank filler
#34 #A34 cover switch, check Ulow Ubat/Ulow
signal
Remote receiver During communication the
#35 #A35
(RRX), signal voltage is 0V - Ubat
Driver information
module (DIM) /
#38 #A38 glove compartment
Ulow otherwise
lighting, power
supply
Back-up gear
Ubat at speeds above 25 km/h; Manual 6-speed
#39 #A39 inhibitor, control
Ulow at speeds below 15 km/h transmission
signal
Light switch, power
#40 #A40 Ubat Ubat
supply
Remote receiver
#41 #A41 Ubat Ubat
(RRX), voltage feed
50-supply (Power
Ubat (Key in position III); Ulow
otherwise
switch)
Supplemental
restraint system Ubat (Key in positions I and II);
#43 #A43
module (SRS), X- Ulow otherwise
power supply
Climate control
system motors and
#44 #A44 Ulow Ubat
sensors, power
supply
Steering wheel
#45 #A45 module (SWM),
Ulow otherwise
power supply

Connector B, Cockpit-2
#1 #B1 Positive temperature Ulow Ubat- Pulse width
coefficient (PTC) Ulow/Ulow modulation (PWM)
heater, control signal signal
#2 #B2 Light switch, control Ulow/Ubat Ulow/Ubat Light switch in
signal position 1
Lamp, switch, hazard
Ubat-Ulow if activated; Ulow
#3 #B3 warning signal
otherwise
flashers, power supply
Light switch, control Light switch in
#4 #B4 Ulow/Ubat Ulow/Ubat
signal position 0
Alarm activated: 5V 0.5Hz 5% Pulse width

Alarm LED, power
#5 #B5 duty modulation (PWM)
supply
Alarm triggered: 5V 4Hz 25% signal
duty
Rear fog lamp LED in
#6 #B6 light switch, power Ulow Ubat/Ulow
supply
#7 #B7 Reserve - -
Infotainment control
Communication
The voltage is 2-3.5 V during module (ICM) /
#8 #B8 CAN_H low speed
communication Driver information
network
module (DIM)
Communication CAN The voltage is 1.5-2.5 V during module (ICM) /
#9 #B9
L low speed network communication Driver information
module (DIM)
Steering column lock Ubat approx. one second after the
#10 #B10 module (SCL), power key has been inserted or removed;
supply Ulow otherwise
Diagnostic
communication (CAN The voltage is 2.0-3.5 V during
#11 #B11
H) for the high speed communication
network
Diagnostic
communication The voltage is 1.5-2.5 V during
#12 #B12
(CAN_L) for the high communication
speed network
Key lock ignition Ulow when key approved; Ubat
#13 #B13
switch, control signal otherwise
Malfunction indicator
#14 #B14 lamp (MIL), power Ulow Ubat/Ulow
supply
Diagnostic
#15 #B15
(CAN_L) for the low communication
speed network
Diagnostic
#16 #B16
(CAN_H) for the low communication
speed network
Steering column
Communication LIN During communication the voltage lock module (SCL) /
#17 #B17
bus 2 is 0V - Ubat start control module
(SCU)
Pulse width
Blower fan motor, Blower fan activated: Ubat
#18 #B18 modulation (PWM)
control signal f=400Hz 16-95% duty
signal
Switch hazard
warning signal
flashers, control signal
#20 #B20 Reserve - -
Dimmer, control
#21 #B21 Ulow Ubat/Ulow
signal
Switch, rear fog lamp,
control signal
Switch, front fog approx. 6- approx. 6-
#23 #B23
lamp, control signal 7V /Ubat 7V /Ubat
Communication
The voltage is 2-3.5 V during Phone module
communication (PHM)
network
Communication CAN The voltage is 1.5-2.5 V during Phone module
#25 #B25
L low speed network communication (PHM)
Switch horn, check
signal
Switch privacy lock,
#27 #B27 Ubat Ulow/Ubat
check signal
#28 #B28 Sun sensor, ground Ulow Ulow
#29 #B29 Twilight sensor Ulow U=5 V
Sun sensor, check
#30 #B30 Ulow U=0.25-4.75V
signal
Switch high beam
flash, check signal
Fan OK and active: Amplitude =
Ubat, f = 80 - 600 Hz, 50 % duty.
Fan OK, but input signal outside Pulse width
Blower fan motor,
#32 #B32 tolerance: Amplitude = Ubat, f = modulation (PWM)
check signal
12.5 Hz, 50 % duty. signal
Fan OK, but not active: Amplitude
= Ubat, f = 0Hz, 100 % duty.

Connector C, Floor-1
#1 #C1 Switch parking brake, Ubat Ulow/Ubat
check signal
#2 #C2 Fuel tank filler cover, Ubat/Ulow Ubat/Ulow
control signal
Left-hand stop lamp,
#3 #C3 Ubat/Ulow Ubat/Ulow
power supply
Right-hand stop lamp,
power supply
#5 #C5 Reserve - -
Rear fog lamp, power
#6 #C6 Ulow Ubat/Ulow
supply
High level stop lamp,
power supply
Unlocking tailgate,
control signal
Rear left-hand turn Pulse width
#9 #C9 signal lamp, power Ulow Ubat-Ulow/Ulow modulation
supply (PWM) signal
Rear right-hand turn Pulse width
#10 #C10 signal lamp, power Ulow Ubat-Ulow/Ulow modulation
supply (PWM) signal
#11 #C11 Reserve - -
Rear right-hand
#12 #C12 parking lamp, power Ubat/Ulow Ubat/Ulow
supply
License plate lighting,
power supply
Rear left-hand parking
lamp, power supply
Fuel pump (FP), power
supply
Subwoofer module
(SUB), power supply
Rear seat belt buckle,
#18 #C18 Ulow Ubat
X-supply
Cargo compartment
Supply from relay,
#20 #C20 lighting and power Ubat/Ulow Ubat/Ulow
interior lighting
seat, power supply
Left-hand rear door
#21 #C21 module (LDM), power Ubat Ubat
supply
12 V output cargo
#22 #C22 compartment, power Ubat Ubat
supply
Audio module (AUD),
#23 #C23 Ubat Ubat
power supply
Passenger door module
#24 #C24 Ubat Ubat
(PDM), power supply
Right-hand rear door
#27 #C27 module (RDM), power Ubat Ubat
supply
#28 #C28 Relay, rear windshield Ulow Ubat/Ulow

defroster, control
signal
Passenger power seat
#29 #C29 module (PSM), power Ubat Ubat
supply
Power seat module
#30 #C30 Ubat Ubat
(PSM), power supply
Driver door module
#31 #C31 Ubat Ubat
(DDM), power supply
Keyless vehicle At communication the voltage is
#32 #C32
module (KVM), signal Ubat-(1-1.5) V
Rear windshield wiper,
#33 #C33 Ubat Ubat
power supply
Signal from relay,
#34 #C34 Ulow Ubat/Ulow rear windshield
control signal
wiper
Occupant weight
#37 #C37 sensor (OWS), power Ubat Ubat
supply
Tow hitch and back-up
#38 #C38 (reversing) warning, Ulow Ubat
power supply
Differential electronic
#39 #C39 module (DEM), power Ulow Ubat
supply
Power supply from
Audio module (AUD), Ubat at key in positions I and II;
#40 #C40 Relay,
power supply Ulow otherwise
infotainment
Keyless vehicle
#41 #C41 module (KVM), power Ubat Ubat
supply
Passenger seat heater, Power supply from
#42 #C42 Ubat Ubat
power supply relay, comfort
Driver seat heater, Power supply from
#43 #C43 Ubat Ubat
Antenna module
#44 #C44 Ubat Ubat
(ATM), power supply
Power supply from
Back-up (reversing)
#45 #C45 Ulow Ubat/Ulow relay, back-up
lamp, power supply
(reversing) lamp

Connector F, Floor-2
#F1 Rear left-hand seat belt Ulow 4-5V/0-1V
#1 buckle sensor, check
signal
#F2 Rear center seat belt Ulow 4-5V/0-1V
signal
Rear right-hand seat
#3 #F3 belt buckle sensor, Ulow 4-5V/0-1V
check signal
#4 #F4 Reserve - -
Fuel level sensor pump Full: 0.5V
#5 #F5 Ulow U=0.5-4V
side, check signal Empty: 4V
#6 #F6 Reserve - -
#7 #F7 Fuel level sensor, Ulow Ulow
common ground
#8 #F8 Reserve - -
Fuel level sensor
#9 #F9 Ulow Ulow AWD
AWD, ground
#10 #F10 Reserve - -
Activated = 2-8V
#12 #F12 Collision
Not activated = 8-12V
Input signal seat belt Oscillating signal
#13 #F13 Ulow U=0-5V
reminder passenger in 3 phases
Steering wheel
Communication module (SWM) /
The voltage is 1.5-2.5 V during
#14 #F14 CAN_L high speed Differential
communication
network electronic module
(DEM)
Supplemental
restraint system
module (SRS) /
#15 #F15 Driver door
module (DDM) /
Passenger door
module (PDM)
Steering wheel
Communication module (SWM) /
#16 #F16 CAN_H high speed Differential
communication
network electronic module
(DEM)
Input/output signal seat
Oscillating signal
#17 #F17 belt reminder Ulow U=0-5V
in 3 phases
passenger
Switch passenger door, Ubat if the door is open; Ulow
#18 #F18
check signal otherwise
Switch driver's door, Ubat if the door is open; Ulow
#19 #F19
Applies to C30:
Ubat if the door is open; Ulow
Switch right-hand rear tampering
#20 #F20 otherwise
door, check signal protection for cable
Applies to C30: Ubat
harness in tailgate
Ubat if the door is open; Ulow Applies to C30:
Switch left-hand rear
#21 #F21 otherwise glass wire in rear
door, check signal
Applies to C30: Ulow window
Grounded when
Handle tailgate, check
#22 #F22 Ulow/Ubat Ulow/Ubat the tailgate handle
signal
is pressed in.
Switch tailgate, check Ubat if the tailgate is open; Ulow

#24 #F24
signal otherwise
Fuel level sensor Full: 0.5V
#25 #F25 ejector side, check Ulow U=0.5-4V Empty: 4V
signal (AWD)
Outside temperature
#28 #F28 Ulow Ulow
sensor, signal ground
Supplemental
restraint system
Communication module (SRS) /
#30 #F30 CAN_H low speed Driver door
communication
network module (DDM) /
Passenger door
module (PDM)
Outside temperature
#31 #F31 Ulow U=0.5-4V
sensor, check signal

Connector H, Roof-2
LED seat belt Ulow Ubat/Ulow
#15 #H1 reminder, power
supply
LED reduced alarm Ulow Ubat/Ulow
#16 #H2
position, power supply
Remote Keyless Entry At communication the voltage is
#17 #H3
(RKE), signal Ubat-(1-1.5) V
Roof console and sun
#18 #H4 roof motor, power Ubat Ubat
supply
Automatic anti-glare
#19 #H5 door mirror inhibitor, Ulow Ubat/Ulow
control signal
Remote Keyless Entry
#20 #H6 Ubat Ubat
(RKE), power supply
Rain sensor module
#21 #H7 Ubat Ubat
(RSM), power supply
Communication
#22 #H8 CAN_H low speed AEM
communication
network
#23 #H9 Reserve - -
#24 #H10 Reserve - -
terminal
#25 Reserve - -
#H11
terminal
#26 Reserve - -
#H12
terminal
#27 Reserve - -
#H13
Mass movement Communication

sensor (MMS) or with both MMS or
#31 #H17 movement sensor Ulow-Ubat Ulow-Ubat movement sensor
(IMS) (IMS replaces (IMS) (IMS replaces
MMS for S40, C30, MMS for S40, C30,
and V50 from and and V50 from and
incl. model year incl. model year

2012), communication 2012), for 5DRS
signal
Control signal,
#32 #H18 Ulow Ulow/Ubat
comfort closing
Switch reduced alarm
#33 #H19 Ubat Ulow/Ubat
position, control signal
f=1.381*speed
Control signal, sun Ubat-
#34 #H20 Ulow (Km/h), 50% pulse
roof Ulow/Ulow
ratio.
Mass movement Feeds voltage to
sensor (MMS) or both MMS or
movement sensor movement sensor
#35 #H21 Ubat/Ulow Ubat/Ulow
2012), voltage feed 2012), for 5DRS.
PAD warning lamp,
#36 #H22 Ulow Ubat/Ulow
power supply
Communication LIN During communication the voltage Rain sensor module
#37 #H23
bus 9 is 0V - Ubat (RSM)
#38 #H24 AEM
Fig. 14: Identifying Connector D, Roof-1

Connector D, Roof-1
box module Active / Not active Active / Not
terminal terminal active
#1 #D1 Reserve - -
#2 #D2 Reserve - -
Roof lighting, return
#3 #D3 Ulow Ulow
cable
#4 #D4 Dimmer, check signal Ulow Ulow-Ubat
#5 #D5 Ubat/Ulow Ubat/Ulow 4 door
power supply
#6 #D6 Reserve - -
Roof lighting, power
#7 #D7 Ubat/Ulow Ubat/Ulow
supply
#8 #D8 Reserve - -
Accessory electronic
#9 #D9 Ulow Ulow
module (AEM) ground
Mass movement
sensor (MMS) or
movement sensor
(IMS) (IMS replaces
MMS for S40, C30,
#10 #D10 and V50 from and incl Ulow Ulow
model year 2012), rain
sensor (RSM) and
Remote Keyless Entry
(RKE), ground
#11 #D11 Reserve - -
#12 #D12 Ulow Ulow
roof, ground
Ubat (for 5 Active when the
minutes only ignition is off and
Sun roof control
#14 #D14 according to the Ubat neither of the front
module, power supply
conditions on the doors have been
right) opened
SIGNAL DESCRIPTION, CENTRAL ELECTRONIC MODULE (CEM) (2008-

2012)
SIGNAL DESCRIPTION CENTRAL ELECTRONIC MODULE (CEM)
General
All the values given below are between the connections in column 1 and connection #A28 in column 2 (power
ground). This applies unless otherwise indicated in the last column.
U= DC voltage in volts (V) t= Time in milliseconds (ms)

Ulow = Voltage approximately 0 V % duty Duty cycle (pulse ratio) as a percentage (%)
Fig. 15: Identifying Connector E, Front-1

Connector E, Front-1
#1 #E1 Headlamp Control Ubat at ignition in position II;
Module (HCM) & Ulow otherwise
ABL/GDL signal
feed
#2 #E2 Electrical power Ubat at ignition in position II;
steering module Ulow otherwise
(EPS), signal
supply
#3 #E3 Brake control Ubat at ignition in position I;
module (BCM), Ulow otherwise
Transmission
control module
(TCM) signal feed
#4 #E4 Reserve - -
#5 #E5 Reserve - -
#6 #E6 Reserve - -
#7 #E7 Reserve - -
#8 #E8 Windshield washer Ulow Ubat/Ulow
motor, power
supply
#9 #E9 Signal, ignition
position III to
- -
Engine control
module (ECM).
#10 #E10 Engine control
module (ECM), Ulow Ubat/Ulow
waking
High beam right-
hand, power supply
Tailgate washer
#12 #E12 motor, power Ulow Ubat/Ulow
supply
Front left-hand
#13 #E13 parking lamp, Ubat/Ulow Ubat/Ulow
power supply
Back-up (reversing)
lamp, check signal
#18 #E18 Spare Ubat Ubat
30-supply to the
#20 #E20 central electronic Ulow Ubat
module (CEM)
30-supply to the
module (CEM)
30-supply to the
module (CEM)
30-supply to the
module (CEM)
Low beam left,
power supply
Full beam left,

power supply
Stop lamp switch,
#28 #E28 Ulow/Ulow Ulow/Ubat
power supply
15-feed (Power
feed from ignition)
Relay electrically
#30 #E30 - -
heated rear window
#36 #E36 Siren, power supply Ubat Ubat
Low beam right-
hand, power supply
Front left-hand turn Pulse width
Ubat-
#38 #E38 signal lamp, power Ulow modulation (PWM)
Ulow/Ulow
supply signal
Front right-hand Pulse width
Ubat-
#39 #E39 turn signal lamp, Ulow modulation (PWM)
Ulow/Ulow
power supply signal
Stop lamp switch,
#40 #E40 check signal to Ubat/Ulow Ubat/Ulow
ECM
Stop lamp switch,
control signal

Connector G, Front-2
#1 #G1 Communication During communication the
Siren control module (SCM)
LIN bus 3 voltage is 0V - Ubat
#2 #G2 Front right-hand Ubat/Ulow Ubat/Ulow
parking lamp,
power supply
Communication During communication the
#3 #G3 windshield wiper, rain sensor
#4 #G4 Reserve - -
#5 #G5 Reserve - -
#6 #B6 Reserve Ulow Ulow
Accelerator pedal
(AP) position
#7 #G7 Ulow Ulow only 5-cylinder engines
sensor, check
signal
#8 #G8 Reserve - -
On vehicles equipped with the
Relay, front fog
function for running lights, the
#9 #G9 lamp, control Ubat Ulow/Ubat
relay supplies the front fog lights
signal
instead of the running lights.
Spare on vehicles with structure
week before 201020. Battery
Communication
#10 #G10 - - monitoring sensor (BMS) Only
LIN bus 14
vehicles with function for brake
energy regeneration.
Relay, headlamp
#11 #G11 wash / wipe, Ubat Ulow/Ubat
control signal
Clutch pedal
#12 #G12 sensor, check Ulow Ulow only 5-cylinder engines
signal
Communication
The voltage is 1.5-2.5 V
#14 #G14 CAN_L high ECM/BCM/EPS/ISG/TCM/HCM
during communication
speed network
Communication
#15 #G15 CAN_H high ECM/BCM/EPS/ISG/TCM/HCM
speed network
Communication
The voltage is 2-3.5 V
#16 #G16 CAN_H low
speed network
Ubat
The voltage may differ from
the vehicle's other voltage.
First when the secondary
battery is connected to the
Voltage secondary Only on vehicle with the function
#17 #G17 vehicle's electrical system
battery Automatic engine start/stop.
(secondary battery relay
activated) when, e. g.,
charging the battery, the
voltage is the same as for
other voltage in the vehicle.
Relay, horn,
#18 #G18 control signal/ Ulow/Ubat Ulow/Ubat
Panic function
Ulow with the hood closed
#19 #G19 Hood switch Ulow-Ubat with the hood Pulsed signal, f=100Hz
open
Clutch pedal
sensor, power
#21 #G21 Ulow U=5 V all engines
supply
Accelerator pedal
(AP) position
#22 #G22 Ulow U=5 V
sensor, power
supply
Clutch pedal U=0.15-
#23 #G23 Ulow
sensor, signal 4.75V
Clutch pedal
#24 #G24 sensor, power Ulow Ulow/Ubat I4-motor
supply
Communication During communication the
#26 #G26 Xenon lamps (GDL)
Signal, brake fluid Ulow at normal level; Ubat
#27 #G27
level at low level
Switch, washer Ulow at normal level; Ubat
#28 #G28
fluid level at levels below 0.7 liters
Fuel pump (FP)
#30 #G30
relay
Accelerator pedal
(AP) position U=0.15-
#31 #G31 Ulow
sensor, check 4.85V
signal
Communication
#32 #G32 CAN L low speed
network

Connector A, Cockpit-1
#1 #A1 Dimmer, check signal Ulow Ulow-Ubat
#2 #A2 Reserve - -
#3 #A3 Positive temperature Ubat at ignition in position II;
coefficient (PTC) Ulow otherwise
heater, signal supply
#4 #A4 Data link connector Ubat
Ubat
(DLC), power supply
#5 #A5 Reserve - -
#6 #A6 Reserve - -
#7 #A7 Reserve - -
#8 #A8 Phone module (PHM), Ulow Ubat
power supply
#9 #A9 Multimedia module Ulow Ubat
(MMM) display,
power supply
#10 #A10 SRS module/ ECM Ulow Ubat
module, 15-volt feed
#14 #A14 CEM, signal ground Ulow Ulow
S-supply (Power
#15 #A15 supply from ignition Ulow (Key out), Ubat (key in)
switch)
#16 #A16 Reserve -
15-supply (Power
Ubat (Key in positions II and
III); Ulow otherwise
switch)
#18 #A18 Reserve Ubat Ubat
#19 #A19 Reserve Ubat Ubat
#20 #A20 Reserve
Climate control
module (CCM),
#21 #A21 infotainment control Ulow Ubat
module (ICM), IAM
power supply
Cigarette lighter,
#23 #A23 Ubat Ubat
power supply
Voltage supply
Courtesy lighting,
#25 #A25 Ubat/Ulow Ubat/Ulow alcolock (option
power supply
2009-)
#28 #A28 Power ground Ulow Ulow
Multimedia module
#29 #A29 (MMM), power Ulow Ubat
supply
X supply (Voltage
Ulow otherwise
switch)
LED front fog lamp,
#32 #A32 Ubat Ulow
ground
Phone module (PHM), Airbag not triggered = Ubat-8V
#33 #A33
collision signal Airbag triggered= Pulse 1-0.6V
below 200ms
Fuel tank filler cover
#34 #A34 Ulow Ubat/Ulow
switch, check signal
Communication LIN During communication the Remote receiver
#35 #A35
bus 3 voltage is 0V - Ubat RKE and RRX
#37 #A37 LED ABL, ground Ubat Ulow
Glove compartment
lighting/ Left, right Ubat (Key in positions I and II);
#38 #A38
headlight/ courtesy Ulow otherwise
lighting, power feed
Back-up gear
Ubat at speeds above 25 km/h; Manual 6-speed
#39 #A39 inhibitor, control
Ulow at speeds below 15 km/h transmission
signal
Light switch, power
#40 #A40 Ubat Ubat
supply
50-supply (Power
Ubat (Key in position III);
Ulow otherwise
switch)
Supplemental restraint
#43 #A43 system module (SRS),
Ulow otherwise
X-power supply
Climate control
#44 #A44 system motors and Ulow Ubat
sensors, power supply
Steering wheel
#45 #A45 module (SWM) cruise
Ulow otherwise
control, power feed

Connector B, Cockpit-2
#1 #B1 Positive temperature Ulow Ubat- Pulse width
coefficient (PTC) Ulow/Ulow modulation (PWM)
heater, control signal signal
#2 #B2 Light switch, control Ulow/Ubat Ulow/Ubat Light switch in
signal position 1
Lamp, switch, hazard
Ubat-Ulow if activated; Ulow
#3 #B3 warning signal
otherwise
flashers, power supply
Light switch, control Light switch in
signal position 0
Alarm activated: 5V 0.5Hz 5%
Pulse width
Alarm LED, power duty
supply Alarm triggered: 5V 4Hz 25%
signal
duty
Rear fog lamp LED in

#6 #B6 light switch, power Ulow Ubat/Ulow
supply
solar sensor 2, power
#7 #B7 - -
feed
Communication
The voltage is 2-3.5 V during module (ICM) /
communication Driver information
network
module (DIM)
Communication CAN The voltage is 1.5-2.5 V during module (ICM) /
#9 #B9
L low speed network communication Driver information
module (DIM)
Steering column lock Ubat approx. one second after the Does not apply to
#10 #B10 module (SCL), power key has been inserted or removed; the USA/CDN
supply Ulow otherwise markets for 2009-
Diagnostic
communication (CAN The voltage is 2.0-3.5 V during
#11 #B11
H) for the high speed communication
network
Diagnostic
#12 #B12
(CAN_L) for the high communication
speed network
Key lock ignition Ulow when key approved; Ubat
#13 #B13
switch, control signal otherwise
Malfunction indicator
#14 #B14 lamp (MIL), power Ulow Ubat/Ulow
supply
Diagnostic
#15 #B15
(CAN_L) for the low communication
speed network
Diagnostic
#16 #B16
(CAN_H) for the low communication
speed network
Steering column
Communication LIN During communication the voltage lock module (SCL) /
#17 #B17
bus 2 is 0V - Ubat start control module
(SCU)
Pulse width
Blower fan motor, Blower fan activated: Ubat
control signal f=400Hz 16-95% duty
signal
Switch hazard
warning signal
flashers, control signal
#20 #B20 Reserve - -
#21 #B21 Dimmer, signal feed
Switch, rear fog lamp,
control signal
Switch, front fog
lamp, control signal
Communication
The voltage is 2-3.5 V during
#24 #B24 CAN_H low speed Carphone module
communication
network
#25 #B25 Carphone module
Switch horn, check approx. 6- approx. 6-
#26 #B26
signal 7V /Ubat 7V /Ubat
Switch privacy lock,
check signal
#28 #B28 Sun sensor, ground Ulow Ulow
#29 #B29 Twilight sensor Ulow U=5 V
Solar sensor 1, power
#30 #B30 Ulow U=0.25-4.75V
feed
Switch high beam
flash, check signal
Fan OK and active: Amplitude =
Ubat, f = 80 - 600 Hz, 50 % duty.
Fan OK, but input signal outside Pulse width
Blower fan motor,
#32 #B32 tolerance: Amplitude = Ubat, f = modulation (PWM)
check signal
12.5 Hz, 50 % duty. signal
Fan OK, but not active: Amplitude
= Ubat, f = 0Hz, 100 % duty.

Connector C, Floor-1
#1 #C1 Switch parking brake, Ubat Ulow/Ubat
check signal
#2 #C2 Fuel tank filler cover, Ubat/Ulow Ubat/Ulow
control signal
Left-hand stop lamp,
power supply
Right-hand stop lamp,
power supply
#5 #C5 Reserve - -
Rear fog lamp, power
supply
power supply
Unlocking tailgate,
#8 #C8 control signal Ulow Ubat/Ulow

Pulse width
Rear direction
#9 #C9 Ulow Ubat-Ulow/Ulow modulation
indicator left, signal
(PWM) signal
Pulse width
Rear direction
#10 #C10 Ulow Ubat-Ulow/Ulow modulation
indicator right, signal
(PWM) signal
Rear right-hand
#12 #C12 parking lamp, power Ubat/Ulow Ubat/Ulow
supply
License plate lighting,
power supply
Rear left-hand parking
lamp, power supply
From model year
Emergency brake 2010, the output
#15 #C15 lights (US-market) - - for emergency
Spare otherwise. brake lights is used
on the US-market.
Fuel pump (FP), power
supply
Rear seat belt buckle,
#18 #C18 Ulow Ubat
X-supply
Cargo compartment
Supply from relay,
#20 #C20 lighting and power Ubat/Ulow Ubat/Ulow
interior lighting
seat, power supply
Left-hand rear door
#21 #C21 module (LDM), power Ubat Ubat
supply
12 V output cargo
#22 #C22 compartment, power Ubat Ubat
supply
Audio module (AUD),
#23 #C23 Ubat Ubat
power supply
#24 #C24 Ubat Ubat
(PDM), power supply
Brake light, control
#26 #C26 signal to Keyless - -
vehicle module (KVM)
Right-hand rear door

module (RDM), power

#27 #C27 Ubat Ubat
supply
#28 #C28 Reserve- - -
Passenger power seat
#29 #C29 module (PSM), power Ubat Ubat
supply
Power seat module
#30 #C30 Ubat Ubat
(PSM), power supply
Driver door module
#31 #C31 Ubat Ubat
(DDM), power supply
Keyless vehicle At communication the voltage is
#32 #C32
module (KVM), signal Ubat-(1-1.5) V
#33 #C33 Ubat Ubat
power supply
Signal from relay,
#34 #C34 Ulow Ubat/Ulow rear windshield
control signal
wiper
Occupant weight
#37 #C37 sensor (OWS), power Ubat Ubat
supply
Tow hitch and back-up
#39 #C39 (reversing) warning, Ulow Ubat
power supply
Power supply from
Audio module (AUD), Ubat at key in positions I and II;
#40 #C40 Relay,
power supply Ulow otherwise
infotainment
Keyless vehicle
#41 #C41 module (KVM), power Ubat Ubat
supply
Passenger seat heater, Power supply from
#42 #C42 Ubat Ubat
Driver seat heater, Power supply from
#43 #C43 Ubat Ubat
Antenna module
#44 #C44 Ubat Ubat
(ATM), power supply
Power supply from
Back-up (reversing)
#45 #C45 Ulow Ubat/Ulow relay, back-up
lamp, power supply
(reversing) lamp

Connector F, Floor-2
#F1 Rear left-hand seat belt Ulow 4-5V/0-1V
signal
#F2 Rear center seat belt Ulow 4-5V/0-1V
signal
Rear right-hand seat
#3 #F3 belt buckle sensor, Ulow 4-5V/0-1V
check signal
#4 #F4 Reserve - -
Fuel level sensor pump Full: 0.5V
#5 #F5 Ulow U=0.5-4V
side, check signal Empty: 4V
#6 #F6 Reserve - -
#7 #F7 Fuel level sensor, Ulow Ulow
common ground
#8 #F8 Reserve - -
#9 #F9 Reserve - -
Activated = 2-8V
#12 #F12 Collision signal
Not activated = 8-12V
Input signal seat belt Oscillating signal
#13 #F13 Ulow U=0-5V
reminder passenger in 3 phases
Communication
#14 #F14 CAN_L high speed SWM
communication
network
#15 #F15 SRS
Communication
#16 #F16 CAN_H high speed SWM
communication
network
Input/output signal seat
Oscillating signal
#17 #F17 belt reminder Ulow U=0-5V
in 3 phases
passenger
Switch passenger door, Ubat if the door is open; Ulow
#18 #F18
Switch driver's door, Ubat if the door is open; Ulow
#19 #F19
Applies to C30:
Ubat if the door is open; Ulow
Switch right-hand rear tampering
#20 #F20 otherwise
door, check signal protection for cable
Applies to C30: Ubat
harness in tailgate
Ubat if the door is open; Ulow Applies to C30:
Switch left-hand rear
#21 #F21 otherwise glass wire in rear
door, check signal
Applies to C30: Ulow window
Grounded when
Handle tailgate, check
#22 #F22 Ulow/Ubat Ulow/Ubat the tailgate handle
signal
is pressed in.
Switch tailgate, check Ubat if the tailgate is open; Ulow
#24 #F24
signal otherwise
Fuel level sensor Full: 0.5V
#25 #F25 ejector side, check Ulow U=0.5-4V Empty: 4V
signal (AWD)
During communication the voltage
#27 #F27 Communication LIN 3
is 0V - Ubat
Outside temperature
#28 #F28 sensor, signal ground Ulow Ulow

Supplemental
restraint system
Communication module (SRS) /
#30 #F30 CAN_H low speed Driver door
communication
network module (DDM) /
Passenger door
module (PDM)
Outside temperature
#31 #F31 Ulow U=0.5-4V
sensor, check signal

Connector H, Roof-2
LED seat belt Ulow Ubat/Ulow
reminder, power
#15 #H1
supply
LED reduced alarm Ulow Ubat/Ulow
#16 #H2
position, power supply
Remote receiver
Module (RRX) for
Remote receiver At communication the voltage is non-keyless vehicle.
#17 #H3
(RKE/RRX), signal Ubat-(1-1.5) V Remote Receiver
Module (RRX) for
keyless vehicle.
#18 #H4 roof motor, power Ubat Ubat
supply
Automatic anti-glare
#19 #H5 door mirror inhibitor, Ulow Ubat/Ulow
control signal
Remote receiver
Module (RRX) for
Remote receiver
non-keyless vehicle.
#20 #H6 (RKE/RRX), voltage Ubat Ubat
Remote Receiver
feed
Module (RRX) for
keyless vehicle.
Rain sensor module
#21 #H7 Ubat Ubat
(RSM), power supply
#22 #H8 Reserve - -
#23 #H9 Reserve - -
terminal
#25 Reserve - -
#H11
terminal
#26 Reserve - -
#H12
terminal
#27 Reserve - -
#H13
Mass movement
Communication
sensor (MMS) or
with both MMS or
movement sensor
movement sensor
(IMS) (IMS replaces
(IMS) (IMS replaces
#31 #H17 MMS for S40, C30, Ulow-Ubat Ulow-Ubat
MMS for S40, C30,
and V50 from and
and V50 from and
incl. model year
incl. model year
2012), communication
2012), for 5DRS
signal
Control signal,
#32 #H18 Ulow Ulow/Ubat
comfort closing
Switch reduced alarm
#33 #H19 Ubat Ulow/Ubat
position, control signal
f=1.381*speed
(Km/h), 50% pulse
ratio.
Control signal, sun Ubat- For C70 the output
#34 #H20 Ulow
roof Ulow/Ulow is used for light-
emitting diodes in
the doors for lock
indication.
Mass movement Feeds voltage to
sensor (MMS) or both MMS or
movement sensor movement sensor
#35 #H21 Ubat/Ulow Ubat/Ulow
2012), voltage feed 2012), for 5DRS.
PAD warning lamp, Ulow Ubat /Ulow
#36 #H22
power supply
#37 #H23 RSM, HUS
bus 9 is 0V - Ubat
#38 #H24 Spare - -
PAEL warning light, Ulow Ubat /Ulow
#39 #H25
power feed
Fig. 22: Identifying Connector D, Roof-1

Connector D, Roof-1
box module Active / Not active Active / Not
terminal terminal active
#1 #D1 Reserve - -
#2 #D2 Reserve - -
Roof lighting, return
#3 #D3 Ulow Ulow
cable
LED switch, roof
#4 #D4 Ulow Ulow-Ubat C70
movement
#5 #D5 Ubat/Ulow Ubat/Ulow 4 door
power supply
#6 #D6 Reserve - -
Roof lighting, power
#7 #D7 Ubat/Ulow Ubat/Ulow
supply
#8 #D8 Reserve - -
#9 #D9 Reserve - -
Mass movement
sensor (MMS) or
movement sensor
(IMS) (IMS replaces Remote receiver
MMS for S40, C30, Module (RRX) for
and V50 from and incl non-keyless vehicle.
#10 #D10 Ulow Ulow
model year 2012), Remote Receiver
Rain sensor module Module (RRX) for
(RSM) and Remote keyless vehicle.
receiver (RKE/RRX),
ground
#12 #D12 Ulow Ulow
roof, ground
Ubat (for 5 Active when the
minutes only ignition is off and
Sun roof control
#14 #D14 according to the Ubat neither of the front
module, power supply
conditions on the doors have been
right) opened
SIGNAL DESCRIPTION, GAS DISCHARGE LAMP MODULE (GDL)

see SIGNAL SPECIFICATION
SIGNAL SPECIFICATION, ACCESSORY USB UNIT (AUU) (2008-2012)

SIGNAL DESCRIPTION
General

Ulow = Voltage approximately 0 V t= Time in seconds
PWM = Pulse width modulated signal as
a%
Fig. 23: Identifying Connector C1

CONNECTOR C1
Breakout box terminal Control module terminal Signal type Ignition on Other
- #C1-1 Power supply U = Ubat
- #C1-2 Ground, power supply U = Ulow
- #C1-3 Reserve -
- #C1-4 Reserve -
Fig. 24: Identifying Connector C2

CONNECTOR C2
Breakout box Control module
Signal type Ignition on Other
terminal terminal
MOST input Optical input signal when the MOST
- #C2-1
signal network is activated
MOST output Optical output signal when the MOST
- #C2-2
signal network is activated
BODY ELECTRICAL Body and interior
BODY ELECTRICAL
Body and interior
BODY ELECTRICAL
CENTRAL ELECTRONIC MODULE (CEM)
REMOVAL
NOTE: This module contains customer parameters.
Fig. 1: Identifying Control Module Relay Box & Clip

Fig. 2: Identifying Zip Ties

Fig. 3: Identifying Control Module Relay Box Tilted Down

Fig. 4: Identifying Control Module Relay Box Pulled Forward And Down
Fig. 5: Identifying Control Module Relays And Cables

Fig. 6: Identifying Removal Of Control Module Relay Box

INSTALLATION

HVAC Climate Units - Removal, Replacement And Installation
HVAC
Climate Units - Removal, Replacement And Installation
AIR DISTRIBUTION
DRIVER SIDE REGISTER
CENTER VENTILATION VENT, REPLACING
REMOVING THE CENTER VENTILATION VENT
Fig. 1: Identifying Ventilation Grilles And Vent Housing

Remove:
 the ventilation grilles. Pry off the grilles from inside

 the connector for the switch.
Transfer the switch for the hazard warning signal flashers to the new ventilation vent housing.
INSTALLING THE CENTER VENTILATION VENT
Install:
 the connector
 the vent housing. Ensure that the hooks engage properly.
First locate the ventilation grilles in the outer mountings. Then press the grilles into place.
OUTER VENTILATION VENTS, REPLACING
REMOVING OUTER VENTILATION VENTS
Fig. 2: Identifying Ventilation Grilles And Vent Housing

Remove:
 the ventilation grilles. Pry off the grilles from outside

 the vent housing by prying up the hooks. See the illustration.
INSTALLING OUTER VENTILATION VENTS
Install the vent housing. Ensure that the hooks engage properly.
First locate the ventilation grilles in the inner mountings. Then press the grilles into place.
POLLEN FILTER CLIMATE CONTROL SYSTEM
PREPARATORY WORK
REMOVING THE ACCELERATOR PEDAL (AP)
Remove the accelerator pedal (AP). See ACCELERATOR PEDAL .
REMOVAL
REMOVING THE PASSENGER COMPARTMENT AIR CLEANER (ACL)


Fold the floor carpet out of the way.
Remove:
 the 3 screws and raise the cover


 the filter by pulling it out behind the brake pedal.
INSTALLATION
INSTALLING THE PASSENGER COMPARTMENT AIR CLEANER (ACL)


NOTE: The direction of the air flow is indicated on the top of the filter. Ensure that the
filter is installed with the text side facing up and so that the arrows on the filter
point straight back into the vehicle.
Install the air filter by compressing it slightly and inserting it behind the brake pedal.
Clamp the cover in place at the rear edge. Screw the cover into place at the front edge using the 3 screws.
Fold back the carpet.
Install the accelerator pedal (AP). See ACCELERATOR PEDAL .
POLLEN FILTER CLIMATE CONTROL SYSTEM
REMOVAL


Torque: M6
10 Nm
Fig. 7: Identifying Screw

Fig. 8: Identifying Pollen Filter

Fig. 9: Identifying Air Flow

INSTALLATION
VENTILATION DUCT FOOT SPACE REAR
AIR DISTRIBUTION UNIT DASHBOARD LOUDSPEAKER, REPLACING
REMOVING THE AIR DISTRIBUTION UNIT FROM THE DASHBOARD

Fig. 10: Identifying Air Ducts

Fig. 11: Identifying Air Distribution Unit

Remove the dashboard. See: DASHBOARD .
Turn the dashboard upside down.
Remove the 3 screws and the 2 tie straps. Lift up the cable duct.
Disconnect the connector for the sun sensor / alarm LED.
INSTALLING THE AIR DISTRIBUTION UNIT IN THE DASHBOARD
Install:
 the air distribution unit to the air ducts for the outer vents
 the cable duct using the 3 screws and 2 tie straps
 the connector for the sun sensor / alarm LED
 the dashboard. See: DASHBOARD .
AIR DUCT OUTER VENT, REPLACING
REMOVING AIR DUCT OUTER VENT

Fig. 12: Identifying Air Duct Outer Vent

Turn the dashboard upside down.
Remove the screw and pull the duct away from the air vent.
INSTALLING AIR DUCT OUTER VENT
Install:
 the duct for the outer air vents

 the screw
AIR DUCT FRONT FLOOR, REPLACING
REMOVING AIR DUCT FRONT FLOOR
Remove:
 the soundproofing panel on the driver's side. See: INSTRUMENT PANEL LOWER
 the air duct on the driver's side. Slacken off the screw a few turns and pry off the air duct
 the lower soundproofing panel on the passenger side. This is secured with 2 clips
 the glove compartment. See GLOVE COMPARTMENT
 the air duct on the passenger side. Slacken off the screw a few turns and pry off the air duct.
INSTALLING AIR DUCT FRONT FLOOR
Install:
 the air duct on the driver's side. Press the air duct into place and finger-tighten the screw
 the air duct on the passenger side. Press the air duct into place and finger-tighten the screw
 the glove compartment. See: GLOVE COMPARTMENT
 the lower soundproofing panel on the passenger side using the 2 clips.
AIR DUCT FLOOR CENTER TO PASSENGER COMPARTMENT REAR, REPLACING
REMOVING CENTER AIR DUCT TO FLOOR REAR PASSENGER COMPARTMENT
Fig. 13: Identifying Center Air Duct

Remove:
 the front seat as described in, see FRONT SEAT

 the tunnel compartment. See: FLOOR CONSOLE
 the front sill trim panel. See: SILL EDGE .
Fold the front floor carpet to one side.
Remove the rear air vent.
Pull / pry off the duct at the center console. Detach the duct at the upper mounting.
Press down the upper section of the duct in front of the cross member.
Pull the duct forwards. Detach the duct from the cross member.
INSTALLING CENTER AIR DUCT TO FLOOR REAR PASSENGER COMPARTMENT
Install:
 the duct in the cross member and the front section of the duct in the upper mounting
 the rear air vent
 the floor carpet
 the front sill trim panel, see: SILL EDGE
 the center console. See: FLOOR CONSOLE
 the front seat as described in, see FRONT SEAT .
AIR DUCT FLOOR FRONT TO PASSENGER COMPARTMENT REAR, REPLACING
REMOVING FRONT AIR DUCT TO FLOOR REAR PASSENGER COMPARTMENT

Fig. 14: Identifying Front Air Duct

Remove center console. See: FLOOR CONSOLE .
Pull down the top of the air duct. Angle the duct out from the dashboard. Remove the duct.
INSTALLING FRONT AIR DUCT TO FLOOR REAR PASSENGER COMPARTMENT
Install:
 air duct. Start at the bottom edge and connect the 2 floor ducts. Then connect it at the top edge
 the center console. See: FLOOR CONSOLE .
AUXILIARY HEATER, FUEL OPERATED

COOLANT PIPE FUEL-POWERED PREHEATER
REPLACING PIPE COUPLINGS
Remove:
 the engine coolant heater. See: FUEL FIRED BOOSTER HEATER

 the engine coolant hose(s) from the pipe coupling(s) on the engine coolant heater.
HINT: Mark out the internal location of the engine coolant hoses and the angle of the pipe couplings in
relation to the cover.
REMOVAL
REMOVING THE COVER OVER THE HEAT EXCHANGER
Fig. 15: Identifying Heat Exchanger Cover Screws

Remove cover over heat exchanger. It is secured using 4 screws.
Lift up the cover a little until the snap rings for the pipe couplings release.
Ease out and pull the pipe couplings upwards, one at a time.
Fig. 16: Identifying Pipe Coupling And Snap Rings

There are snap rings on the underneath of the cover that also hold the pipe couplings in place. The snap rings
are located in a groove on the pipe coupling.
Using a small screwdriver, pry up 1 of the 2 grooves on each snap ring. Remove the snap ring.
Remove the pipe.
INSTALLATION
INSTALLING THE PIPE COUPLING AND COVER

Fig. 17: Clamping Snap Ring By Compressing Groove

Install the pipe.
Clamp the snap ring by compressing the groove. See the illustration.
Press in the pipes. Adjust the pipes so that they are positioned according to previous markings.
Press down the cover fully. Install the 4 screws. Tighten.
HINT: Lubricate the O-rings for the pipes so that they can be inserted more easily into the openings in
the heater exchanger.
Install:
 the engine coolant hose(s) on the pipe coupling(s) on the engine coolant heater so that they are positioned
according to the previous markings
FINISHING
TESTING THE ENGINE COOLANT HEATER

Perform a performance test of the engine's preheater. See: FUEL-POWERED PREHEATER, CHECKING
FAN MOTOR FUEL-POWERED PREHEATER
FAN MOTOR FUEL-POWERED PREHEATER
PREPARATORY WORK
REMOVING COMPONENTS
Remove:

 the combustion preheater module (CPM). See: FUEL FIRED BOOSTER HEATER CONTROL
UNIT.
REMOVAL
REMOVING THE FAN MOTOR FOR THE ENGINE COOLANT HEATER

Fig. 18: Identifying Screws For Cover Over Fan Housing

Remove the 4 screws for the cover over the fan housing. Remove the cover.
NOTE: The nearest connection pipe may need to be adjusted in order to remove the
cover. See: COOLANT PIPE FUEL-POWERED PREHEATER.
Fig. 19: Identifying Fan Housing

Carefully pull the fan housing straight out, viewed from the shorter side of the engine coolant heater. See the
illustration.
Fig. 20: Identifying Cable Terminals And Cables

Disconnect the cable terminals and wiring for the fan motor at positions 13 and 14 (black and brown).

Remove the 3 screws.
Lift the fan motor away from the heat exchanger.
TRANSFERRING THE GLOW PLUG, PRESSURE EQUALIZER AND FLAME TRAP
Transfer:
 the glow plug and pressure equalizer. See: GLOW PLUG FUEL-POWERED PREHEATER
 the flame trap. See: FLAME SENSOR FUEL-POWERED PREHEATER.
INSTALLATION
INSTALLING THE FAN MOTOR FOR THE ENGINE COOLANT HEATER

Fig. 22: Identifying Gasket, Combustion Chamber And Molded Gasket

Replace both gaskets supplied with the fan motor.
Install:
 the gasket (1) between the heat exchanger housing and the combustion chamber
 the combustion chamber (2)
 the molded gasket (3). Ensure that the hole for the glow plug is above the hole in the combustion chamber
 the fan motor. Ensure that the molded gasket is positioned correctly in the recess.
NOTE: The molded gasket (3) has a small tab that must fit in the corresponding mating
faces on the heat exchanger housing and the fan.
Tighten the 3 screws on the fan motor.
Install:
 the cable terminals and wiring for the fan motor in positions 13 and 14 (black and brown) in the 14-pin
connector
 the fan motor housing
 the cover over the fan motor using 4 screws.

If necessary adjust the pipe coupling. See: COOLANT PIPE FUEL-POWERED PREHEATER.
Install:
 the control module. See: FUEL FIRED BOOSTER HEATER CONTROL UNIT
 the auxiliary heater according to: FUEL FIRED BOOSTER HEATER.
FINISHING
Carry out a performance test of the engine coolant heater. See: FUEL-POWERED PREHEATER,
CHECKING .
FLAME SENSOR FUEL-POWERED PREHEATER
FLAME SENSOR FUEL-POWERED PREHEATER

PREPARATORY WORK
REMOVING THE COMBUSTION PREHEATER MODULE (CPM)
Remove the control module. See: FUEL FIRED BOOSTER HEATER CONTROL UNIT.
REMOVAL
REMOVING THE FLAME SENSOR

cover. See: COOLANT PIPE FUEL-POWERED PREHEATER.

illustration.

Disconnect the cable terminal and cable for the flame sensor at positions 1 and 2 (blue and brown).
Fig. 27: Identifying Flame Sensor And Pressure Equalizer

Remove the flame sensor (1).
INSTALLATION
INSTALLING THE FLAME SENSOR
Install the flame sensor. Tighten. See TIGHTENING TORQUE .
Install the cable terminals and cables in the connectors.
- Flame sensor in positions 1 and 2 (blue and brown).
NOTE: Route the cables behind the fan motor to the connector.
Carefully push the fan housing into place.
Ensure:
 that the connector is not trapped

 that the cable seal on the water pump is correctly positioned and that the cable runs behind the fan motor
like the others.
Install the cover using 4 screws.
If necessary adjust the pipe coupling. See: COOLANT PIPE FUEL-POWERED PREHEATER.
Install the control module. See: FUEL FIRED BOOSTER HEATER CONTROL UNIT.
FINISHING
CHECKING .
FUEL FIRED BOOSTER HEATER
FUEL FIRED BOOSTER HEATER
Special tools:
see 9512619
PREPARATORY WORK
REMOVING COMPONENTS AND DRAINING THE ENGINE COOLANT

Fig. 28: Identifying EVAP Canister Pipe And Upper Charge Air Pipe
Remove:
 the EVAP canister hose (1) from the intake manifold

 the intake manifold (2) between the air cleaner and the turbocharger.
Remove:
 the hose clamps at the mass air flow (MAF) sensor

 the hose clamps at the turbocharger (TC)
 the screws for the intake manifold in the cylinder head.
Fig. 29: Identifying Shield And Clips

Remove the expansion tank cap.
Raise the vehicle.
Remove the shield under the vehicle. It is secured with 7 clips. See the illustration.
Install a hose on the nipple at the radiator.
Feed the hose down to a container.
Open the nipple. Drain off the engine coolant.
REMOVAL
REMOVING THE ENGINE COOLANT HEATER

Fig. 30: Identifying Engine Coolant Hose, Connector, Fuel Line And Holder
Disconnect the engine coolant hose (1). Plug the opening to prevent the remaining coolant in the heater running
out in an uncontrolled way.
Place paper under the engine coolant heater to collect any engine coolant spillage.
Remove:
 the connector (2) for the engine coolant heater

 the fuel line (3) from the clip below the heater.
Open the holder (4) for the radiator hoses behind the engine to expose the lower radiator hose running down to
the water pump.
Remove the exhaust pipe from the engine coolant heater. See: see FUEL FIRED BOOSTER HEATER
EXHAUST PIPE.
Fig. 31: Identifying Connector For Water Pump

Disconnect the connector for the water pump.
HINT: Mark the location of the upper hose on the water pump.
Position a container below the water pump to collect any spilled engine coolant.
Disconnect the upper hose, as shown in the illustration. Plug the opening.
Fig. 32: Identifying Mounting Screw For Engine Coolant Heater

Remove:
 the mounting screw for the engine coolant heater. See the illustration
 the bracket for the connector.
Angle out the top edge of the engine coolant heater.
Place paper around the upper fuel connection on the engine coolant heater.
Disconnect the fuel hose.
HINT: Use: see 9512619 to detach and secure the clamps.
Lift up the engine coolant heater.
TRANSFERRING ENGINE COOLANT HOSES
Transfer the engine coolant hoses.

NOTE: Mark the internal position of the hoses in relation to each other before removal.
This ensures that the hoses are correctly positioned and not under stress
during installation.
INSTALLATION
INSTALLING THE ENGINE COOLANT HEATER
Position the engine coolant heater in its lower mounting.
Install the fuel line over the engine coolant heater using a new clamp.
HINT: Use: see 9512619 to secure the clamp.
Press the top edge of the heater into place.
Install the mounting screw and the bracket for the connector. Tighten. See: TIGHTENING TORQUE .
Install:
 the lower coolant hose on the water pump. See the marking made earlier
 the connector on the water pump
 the exhaust pipe for the engine coolant heater. See: see FUEL FIRED BOOSTER HEATER
EXHAUST PIPE
 the radiator hose for the water pump in its holder
 the fuel line in the clip below the engine coolant heater
 the connector for the engine coolant heater
 the radiator hose into the passenger compartment.
Install:
 the screws for the intake manifold in the cylinder head

 the hose clamps at the turbocharger (TC)
 the hose clamps at the mass air flow (MAF) sensor
 the intake manifold between the air cleaner (ACL) and the turbocharger (TC)
 the hose for the EVAP canister from the intake manifold.
Tighten the drain nipple on the radiator.
Fill with coolant and warm up the engine until the thermostat opens.
Top up if necessary.
FINISHING
TESTING THE ENGINE COOLANT HEATER AND INSTALLING THE COVER

CHECKING .
Install the shield under the vehicle using the 7 clips.
FUEL FIRED BOOSTER HEATER CONTROL UNIT
FUEL FIRED BOOSTER HEATER CONTROL UNIT
PREPARATORY WORK
REMOVING THE ENGINE COOLANT HEATER
Remove the engine coolant heater. See: FUEL FIRED BOOSTER HEATER
IMPORTANT INFORMATION
If the combustion preheater module (CPM) is to be moved from one vehicle to another, note down any
diagnostic trouble codes (DTCs) and operating times before removing the control module from the vehicle.
Always check that the pins or sockets in the control module connectors are not bent or damaged. This might be
the cause of the fault.
REMOVAL
Fig. 34: Identifying Combustion Preheater Module (CPM) Screws

Slacken off the 4 screws. See the illustration.
Carefully pull the combustion preheater module (CPM) straight out to access the connector.
Position a small screwdriver between the control module connector and its 2 catches. Turn the screwdriver
carefully to release the catches.
Pull off the control module.

INSTALLATION
INSTALLING THE COMBUSTION PREHEATER MODULE (CPM)
Install the switch so that it is properly secured.
Position the control module. Ensure that the control module housing goes correctly into the grooves at the top
edge.
Tighten the 4 screws crosswise.
Install the engine coolant heater. See: FUEL FIRED BOOSTER HEATER
FINISHING
FINAL CHECK OF THE ENGINE COOLANT HEATER
Test run the engine coolant heater and check its function. See: FUEL-POWERED PREHEATER,
CHECKING
Check that no diagnostic trouble codes (DTCs) have been stored while the repair was carried out.
FUEL FIRED BOOSTER HEATER EXHAUST PIPE
REMOVAL
REMOVING THE EXHAUST PIPE FOR THE ENGINE COOLANT HEATER

Fig. 35: Identifying Upper Mounting

Pull off the intake hose that covers the upper mounting for the exhaust system.
Move the intake hose to one side.
Disconnect the upper mounting (as shown in the illustration). Remove the screw.

Raise the vehicle.
Remove:
 the right-hand front wheel

 the shield under the vehicle. It is secured with 7 clips.
Disconnect the water pump. See: WATER PUMP, FUEL-DRIVEN AUXILIARY HEATER. Leave the
water pump hanging from its hoses.
Fig. 37: Identifying Lower Mounting For Fuel Pipe

Remove the fuel hose/pipe from the exhaust pipe for the engine coolant heater at the quick-release connector
under the vehicle.
Fig. 38: Identifying Long Extension Rod

Disconnect the lower mounting under the engine. Use a long extension rod. See the illustration.
Pull the exhaust pipe down through the right-hand wheel arch.
INSTALLATION
INSTALLING THE EXHAUST PIPE FOR THE ENGINE COOLANT HEATER
Position the exhaust pipe. Carry out the work from the right-hand wheel arch.
Screw the nut into place loosely on the lower mounting. Do not tighten yet.
Install the fuel hose/pipe at the quick-release connector under the vehicle.
Secure the upper mounting. Tighten. See: TIGHTENING TORQUE .
Position the intake hose.
FINISHING
INSTALLING COMPONENTS AND TESTING THE ENGINE COOLANT HEATER


Install:
 the right-hand front wheel

 the lower mounting on the nut for the exhaust system. Tighten. See: TIGHTENING TORQUE
 the shield under the vehicle using the 7 clips.
CHECKING .
FUEL FIRED BOOSTER HEATER WATER-IN-FUEL SENSOR
FUEL FIRED BOOSTER HEATER WATER-IN-FUEL SENSOR
PREPARATORY WORK
REMOVING COMPONENTS

Remove:

 the combustion preheater module (CPM). See: FUEL FIRED BOOSTER HEATER CONTROL UNIT
 the cover and the pipe couplings. See: COOLANT PIPE FUEL-POWERED PREHEATER
 the cover for the fan motor. It is secured using 4 screws
 the housing around the fan motor.
The engine coolant temperature sensor (blue cables) and the overheat protection thermostat (red cables) cannot
be replaced separately. They must be replaced together with the cable harness and the 14-pin connector.
REMOVAL
REMOVING THE OVERHEAT PROTECTION THERMOSTAT/ENGINE COOLANT TEMPERATURE SENSOR

Fig. 41: Identifying Overheat Protection Thermostat/Engine Coolant Temperature Sensor

Remove the 1 screw for the holder.
Remove the sensors from the recesses.
Disconnect all the remaining cable terminals and cables apart from:
- those for the overheat protection thermostat at positions 5 and 6 (red cables)
- those for the engine coolant temperature sensor at positions 3 and 4 (blue cables).
The connector is supplied with the replacement part.
INSTALLATION
INSTALLING THE OVERHEAT PROTECTION THERMOSTAT / ENGINE COOLANT TEMPERATURE SENSOR
Install the sensors and position the cable harness along the recesses for the heat exchanger. Ensure that the cable
grommet is correctly located in relation to the fan motor cover.
Install the holders for the sensors using 1 screw. Tighten.


Install the removed cables together with cable terminals.
- Glow plug in positions 9 and 12 (white and brown).
- Water pump in positions 10 and 11 (brown and violet).
- Fan motor in positions 13 and 14 (black and brown).
Install:
 the housing around the fan motor

 the cover for the fan motor using 4 screws. Tighten
 the cover and the pipe couplings. See: COOLANT PIPE FUEL-POWERED PREHEATER
 the control module. See: FUEL FIRED BOOSTER HEATER CONTROL UNIT
 the auxiliary heater according to: see FUEL FIRED BOOSTER HEATER.
FINISHING
CHECKING .
FUEL LINE FUEL-POWERED PREHEATER
Special tools:
see 9512619
PREPARATORY WORK
WARNING: Use protective gloves and protective goggles during all operations due to
the risk of fuel spills.
NOTE: There must be no dirt present when handling fuel line connections.
FUEL PIPE, FRONT, REPLACING
REMOVING THE FRONT FUEL LINE

Fig. 43: Identifying Lower Mounting For Fuel Pipe

Remove the lower mounting for the fuel pipe.
Disconnect the quick-release connector.
NOTE: Wipe up any fuel spills.

Fig. 44: Identifying Intake Hose, Exhaust System, Fuel Pipe And Mounting Screw
Disconnect the intake hose (1).
Disconnect the exhaust system (2) but do not remove it. See: FUEL FIRED BOOSTER HEATER
EXHAUST PIPE.
Remove:
 the fuel pipe (3) from the clip mounting

 the mounting screw (4). Angle the engine coolant heater out slightly.
Place paper around the upper fuel connection on the engine coolant heater.
Disconnect the fuel hose.
HINT: Use: see 9512619 to release the clamps.
Lift up and remove the fuel line.
INSTALLING THE FRONT FUEL LINE

Position the fuel line.
Install the upper fuel connection using a new clamp.
HINT: Use: see 9512619 to secure the clamp.
Secure the engine coolant heater in the bracket. Tighten. See: TIGHTENING TORQUE .
Install:
 the fuel pipe in the clip mounting

 the exhaust system. See: FUEL FIRED BOOSTER HEATER EXHAUST PIPE
 the intake hose
 the lower quick-release connector for the fuel pipe. Secure the fuel pipe in the lower mounting.
Carry out finishing work. See FINISHING .
FUEL LINE, CENTER, REPLACING
REMOVING THE CENTER FUEL LINE
Raise the vehicle.
Remove the front and rear quick-release connectors for the fuel line.
Disconnect the fuel line from the mounting points. Route the fuel line back under the front SIPS member.
INSTALLING THE CENTER FUEL LINE
Route the fuel line under the front SIPS member. Secure the fuel line in the mounting points.
Install the front and rear quick-release connectors for the fuel line.
SUCTION PIPE, FUEL TANK, REPLACING
REMOVING THE SUCTION PIPE

Fig. 45: Identifying Fuel Pump Connector

Remove the fuel tank. See: FUEL TANK .

Fig. 46: Identifying Quick-Release Connector To Suction Pipe

Place paper around the suction pipe connection to the fuel tank unit.
Release the quick-release connector to the suction pipe.
Lift the suction pipe.
INSTALLING THE SUCTION PIPE
Press down the suction hose.
Connect the quick-release connector for the fuel line. A click must be clearly heard.
Reinstall the fuel tank. See: FUEL TANK .
FINISHING
CHECKING .
FUEL TANK
Special tools:
see 9995972
PREPARATORY WORK
Drain the fuel system. See: FUEL SYSTEM PRESSURE RELEASE .
Drain the fuel tank. See: FUEL TANK DRAINING .
REMOVAL
REMOVING THE EXHAUST SYSTEM
Detach the exhaust system at the three-way catalytic converter (TWC) and at the rubber mountings.
Hang the exhaust system to one side.
NOTE: Support the front section of the exhaust pipe so as not to put strain on the
exhaust manifold.
REMOVING THE HEAT DEFLECTOR PLATE

Fig. 47: Removing/Installing Heat Deflector Plate

Remove:
 the 7 plastic nuts

 the heat deflector plate.
DETACHING THE HOSE CONNECTIONS

Fig. 48: Removing Hoses

Remove:
 the hose clamp for the evacuation pipe at the fuel tank
 the hose clamp for the hose to the fuel filler pipe.
NOTE: Carefully detach the hose from the fuel filler pipe, there may be fuel left in the
tank.
REMOVING THE CARBON FILTER CONTAINER

Fig. 49: Removing Carbon Canister

Remove:
 the hose (1)

 the 2 pipes, secured using quick-release connectors (2).
REMOVING THE FUEL TANK

Fig. 50: Supporting Fuel Tank With Mobile Jack

Install a mobile jack with fixture see 9995972 under the fuel tank.
Disconnect the fuel connection (1).
Remove the screws for the fuel tank straps, x 3.
Remove the tank retaining straps. Lower the tank slightly.
Disconnect the level sensor connector.
Lower the tank.
REMOVING THE FUEL PUMP (FP)
Remove:
 the fuel connection for the fuel pump (FP)

 the fuel pump (FP). See: FUEL PUMP AND LEVEL SENSOR UNIT .
INSTALLATION
INSTALLING THE FUEL PUMP (FP)
Install:
 the fuel pump (FP). See: FUEL PUMP AND LEVEL SENSOR UNIT .
 the fuel connection for the fuel pump (FP).
INSTALLING THE FUEL TANK
Place the tank on the mobile jack together with fixture: see 9995972 .
Raise the tank so that it is 30 cm from the top.
Connect the connector for the level sensor.
Lift up the fuel tank.
Install:
 the tank retaining straps. Use the 3 x M8 screws

 the fuel connection.
INSTALLING THE HOSE CONNECTORS
Install:
 the hose clamp for the evacuation pipe at the fuel tank
 the hose clamp on the hose for the fuel filler pipe.
INSTALLING THE CARBON FILTER CONTAINER


Install:
 the hose
 the 2 pipes, secured using quick-release connectors.
INSTALLING THE HEAT DEFLECTOR PLATE
Install:

INSTALLING THE EXHAUST SYSTEM
NOTE: To ensure that there is no exhaust leakage, see: FLANGED JOINT,

ASSEMBLING .
Install:
 the rubber mountings.
FINISHING
Top up the fuel.
Install the fuse for the fuel pump (FP).
FUEL PUMP AND LEVEL SENSOR UNIT
REMOVING
Remove the fuel tank. See: FUEL TANK.
Fig. 52: Removing the Threaded Ring With Tool (9997111)

NOTE: Ensure that the lever on the level sensor is not damaged when removing the
pump.
Remove:
 the large plastic nut, 1 piece. Use: see 9997093

 the pump.
TRANSFER OF SUCTION LINE (FOR VEHICLES EQUIPPED WITH AUXILIARY HEATER)

Fig. 53: Transferring Suction Line

Remove the plug for the suction line from the underside of the level sensor, use a 9 mm socket.
Transfer the suction line to the new fuel pump.
INSTALLING
Fig. 54: Aligning The Match Marks

NOTE: Ensure that the lever on the level sensor is not damaged when installing the
pump.
Install:
 new O-ring
 the level sensor
NOTE: The marking on the level sensor must be aligned with the marking on the
fuel tank.
 the 1 large plastic nut. Use: see 9997093 .
Install the fuel tank. See: FUEL TANK.
FUEL PUMP, FUEL-DRIVEN AUXILIARY HEATER
FUEL PUMP, FUEL-DRIVEN AUXILIARY HEATER
PREPARATORY WORK
Fig. 55: Identifying Fuel Pump (FP)

WARNING: Use protective gloves and protective goggles during all operations due to
the risk of fuel spill.
NOTE: There must be no dirt present when handling fuel line connections.
The fuel pump (FP) is a complete unit together with fuel hoses.
REMOVING COMPONENTS
Remove:
 the right rear wheel

 the connector for the fuel pump (FP)
 the fuel pump (FP) together with the bracket from the rear sub-frame.
Fig. 56: Identifying Fuel Pump Connector

Lower the fuel tank a little so that the fuel hoses to and from the fuel pump (FP) can be reached over the top of
the fuel tank. See: FUEL TANK .
REMOVAL
REMOVING THE FUEL PUMP (FP)
Fig. 57: Identifying Fuel Lines, Fuel Pump (FP) And Hoses
Remove the quick-release connector on the fuel hose routed to the fuel pump (FP) for the engine coolant heater
at the suction hose on the fuel tank unit.
Remove:
 the fuel lines from the fuel pump (FP) on top of the fuel tank
 the fuel pump (FP) and hoses running back over the rear axle.
INSTALLATION

INSTALLING THE FUEL PUMP (FP)
Thread the fuel pump (FP) hoses above the rear axle and over the fuel tank.
Install:
 the fuel pump and its bracket in the rear sub-frame. Do not tighten the mounting screw yet
 the fuel lines on top of the fuel tank
 the fuel connection on the suction side at the fuel tank unit
 the fuel tank. See: FUEL TANK
 the fuel connection in front of the fuel tank.
Tighten the 1 M6 screw for the fuel pump (FP) bracket.
FINISHING
CHECKING .
GLOW PLUG FUEL-POWERED PREHEATER
GLOW PLUG FUEL-POWERED PREHEATER
PREPARATORY WORK
Remove the control module. See: FUEL FIRED BOOSTER HEATER CONTROL UNIT
REMOVAL
REMOVING THE GLOW PLUG/PRESSURE EQUALIZER


cover. See: COOLANT PIPE FUEL-POWERED PREHEATER

illustration.

Remove:
 the cable terminal and cable for the flame sensor in positions 1 and 2 (blue and brown)
 the cable terminal and cable for the glow plug in positions 9 and 12 (white and brown).
Fig. 61: Identifying Flame Sensor And Pressure Equalizer

Disconnect the flame sensor (1) and with it the holder for the pressure equalizer (2).
Remove:
 the glow plug

 the pressure equalizer and the fuel pipe.
NOTE: Make sure that the O-ring and the filter are also removed. Otherwise the fan
motor has to be disconnected from the combustion housing.
INSTALLATION
NOTE: For tightening torques, see TIGHTENING TORQUE
INSTALLING THE GLOW PLUG / PRESSURE EQUALIZER
Install:
 the pressure equalizer

 the flame sensor together with the holder. Tighten

 the glow plug. Tighten.
Install the cable terminals and cables in the connectors. See:
- Glow plug in positions 9 and 12 (white and brown).
NOTE: Route the cables behind the fan motor to the connector.
Carefully push the fan housing into place.
Ensure:
 that the connector is not trapped

 that the cable seal on the water pump is correctly positioned and that the cable runs behind the fan motor
like the others.
Install the cover using 4 screws.
If necessary, adjust the pipe connection, see: COOLANT PIPE FUEL-POWERED PREHEATER
Install the control module, see: FUEL FIRED BOOSTER HEATER CONTROL UNIT
FINISHING
Perform a performance test of the engine's preheater. See: FUEL-POWERED PREHEATER, CHECKING
WATER PUMP, FUEL-DRIVEN AUXILIARY HEATER
WATER PUMP, FUEL-DRIVEN AUXILIARY HEATER
PREPARATORY WORK
DRAINING THE ENGINE COOLANT


Open the holder for the radiator hoses behind the engine to expose the lower radiator hose to the water pump.
Raise the vehicle.
Install a hose on the nipple at the radiator. Feed the hose down to a container. Open the nipple and drain off the
coolant.
REMOVAL
REMOVING THE WATER PUMP

Fig. 63: Identifying Water Pump

Remove:
 the screw holding the water pump and rubber mounting. See the illustration
 the connector.
Pull the water pump forward a little.
HINT: Mark the location of the hoses at a suitable point on the water pump.
Install hose clips on both coolant hoses, as close to the water pump as possible. Position a container under the
water pump.
Disconnect the hoses.
INSTALLATION
INSTALLING THE WATER PUMP

Fig. 64: Identifying Water Pump

The water pump for the engine coolant heater has a rubber-mounted mounting. The lower section is hooked
onto the mounting bracket on the vehicle.
Install:
 the hoses using new hose clamps according to any markings. Remove the hose clips
 the water pump and mounting, 1 x M6. Tighten
HINT: Hook the lower reverse of the rubber mounting in the mounting. This facilitates locating the
thread hole and correct mounting.
 the connector.
Close the drain nipple. Remove the hose.
Fill with coolant. Run the engine until the thermostat opens. Top up if necessary.
FINISHING
ADJUSTING AND CHECKING

Test run the engine coolant heater and check its function. See: FUEL-POWERED PREHEATER,
CHECKING .
Check for leakage from the coolant hoses.
Top up the coolant if necessary.
INSTALLING THE COVER

Install the cover. It is secured with 7 clips. See the illustration.
Lower the vehicle.
CLIMATE UNIT
ACTUATOR DAMPER, CLIMATE CONTROL SYSTEM DRIVER'S SIDE
PREPARATORY WORK
The are 2 damper motor modules (DMM) for temperature, one on the right and one on the left-hand side.
REMOVING THE DASHBOARD
REMOVAL
REMOVING THE DAMPER MOTOR MODULE (DMM) FOR TEMPERATURE
Fig. 66: Identifying Screws And Control Module

Disconnect the connector.
HINT: Using a small electrician's screwdriver, pry up the connector at the lock. Pull the connector off.
Remove:
 the 3 screws
 the control module.
INSTALLATION
INSTALLING THE DAMPER MOTOR MODULE (DMM) FOR TEMPERATURE
Install:
 the control module in position. Adjust the shaft journal so that it goes in
 the 3 screws. Tighten crosswise
 the switch
NOTE: Identify the damper motor module (DMM) temperature using VIDA (Volvo scan
tool).
FINISHING
TESTING THE CLIMATE CONTROL SYSTEM
Carry out a performance test on the climate control unit. See: CLIMATE CONTROL SYSTEM, CHECK .
ACTUATOR, MIXER DAMPER
PREPARATORY WORK
The damper motor module (DMM) for air distribution is only on the left-hand side.
REMOVAL
REMOVING THE DAMPER MOTOR MODULE (DMM) FOR AIR DISTRIBUTION


Remove:
 the 3 screws
INSTALLATION
INSTALLING THE DAMPER MOTOR MODULE (DMM) FOR AIR DISTRIBUTION
Install:
 the switch
NOTE: Identify the damper motor module (DMM) air distribution using VIDA (Volvo
scan tool).
FINISHING
ACTUATOR RECIRCULATION
PREPARATORY WORK
REMOVING THE GLOVE COMPARTMENT
Remove the glove compartment. See: GLOVE COMPARTMENT .
REMOVAL
REMOVING THE DAMPER MOTOR MODULE (DMM) FOR RECIRCULATION


Remove:
 the 4 screws
INSTALLATION
INSTALLING THE DAMPER MOTOR MODULE (DMM) FOR RECIRCULATION
Install:
 the switch
 the glove compartment. See GLOVE COMPARTMENT .
NOTE: Identify the damper motor module (DMM) recirculation using VIDA (Volvo scan
tool).
FINISHING
ACTUATOR REGISTER DUCT FOOTWELL
PREPARATORY WORK
The damper motor module (DMM) for the defroster is only on the right-hand side.
REMOVAL
REMOVING THE DAMPER MOTOR MODULE (DMM) FOR THE DEFROSTER


Remove:
 the 3 screws
INSTALLATION
INSTALLING THE DAMPER MOTOR MODULE (DMM) FOR THE DEFROSTER
Install:
 the switch
NOTE: Identify the damper motor module (DMM) defroster using VIDA (Volvo scan
tool).
FINISHING
AIR QUALITY SENSOR (2006, 2007)
PREPARATORY WORK
IGNITION OFF AND REMOVING THE GLOVE COMPARTMENT

Ignition off.
Remove the glove compartment. See: GLOVE COMPARTMENT .
REMOVAL
REMOVING THE AIR QUALITY SENSOR (AQS)
Fig. 71: Air Quality Sensor

The air quality sensor (AQS) is located in front of the damper motor module (DMM) recirculation.
Turn the air quality sensor (AQS) approximately 60 degrees counter-clockwise.
INSTALLATION
INSTALLING THE AIR QUALITY SENSOR (AQS)
Connect the connector.
Position the air quality sensor (AQS) in the groove. Turn the air quality sensor (AQS) approximately 60 degrees
clockwise until it stops.
Check that it is secure.
Install the glove compartment. See: GLOVE COMPARTMENT .
FINISHING
Order software. See
 30774030
TESTING THE AIR QUALITY SENSOR (AQS)

Carry out a performance test on the air quality sensor (AQS). See: AIR QUALITY SENSOR, CHECKING.
AIR QUALITY SENSOR, CHECKING
PREPARATORY WORK
PREPARATORY WORK
Remove the cowl. See PLENUM CHAMBER .
CHECK
CHECKING AIR QUALITY SENSOR (AQS)
Fig. 72: Identifying Air Quality Sensor (AQS)

Start the car with the climate control system automatic button in the ON position.
Spray a little rust solvent or windshield washer fluid from a spray bottle in the area around the air quality
sensor.
NOTE: Only spray a little.
If the air quality sensor and the other electronics are fault free, the damper for the air intake should close within
a short period of time.
If the air quality sensor is fault free, the damper will gradually open after approximately 15 seconds.
FINISHING
Wipe away any fluid around the air quality sensor (AQS).
Install the cowl. See: PLENUM CHAMBER .
AIR QUALITY SENSOR (2008-2012)
Remove glove compartment, see GLOVE COMPARTMENT
Fig. 73: Identifying Air Quality Sensor

Fig. 74: Identifying Sensor Rotating 60 Degrees

BLOWER MOTOR PASSENGER COMPARTMENT
Special tools:
see 9997115
PREPARATORY WORK
IMPORTANT INFORMATION AND REMOVING COMPONENTS
CAUTION: Do not touch the fan motor's fan rotor. This is to avoid damage to the fan
blades, which can cause imbalance in the fan rotor.
NOTE: Do not place the fan motor on the fan rotor.
Remove:
 the instrument panel, according to DASHBOARD

Fig. 75: Identifying Air Distribution Damper Cover Screws

 the air quality sensor (AQS)

 the connector for the damper motor module (DMM) recirculation
 the damper motor module (DMM) recirculation. See: ACTUATOR RECIRCULATION
 the 3 screws for the air distribution damper cover
 the cover for the air distribution damper.
REMOVAL
REMOVING THE BLOWER FAN MOTOR

Fig. 76: Identifying Catch On Connector For Fan Motor

Press in the catch on the connector for the fan motor and pull straight out.
Fig. 77: Identifying Lock Button And Limit Position

Press the lock button (1).
Turn the fan motor counter-clockwise to the limit position (2).

Fig. 78: Identifying Blower Fan Motor

Remove the fan motor from the passenger side. Use: see 9997115 .
INSTALLATION
INSTALLING THE BLOWER FAN MOTOR

Fig. 79: Identifying Blower Fan Motor

Place the fan motor in the correct position for installation. Use: see 9997115 .
NOTE: Turn the fan motor to the position for installation.
Insert the fan motor from the driver's side. Turn clockwise to the limit position.
Install:
 the cover for the air distribution damper using the 3 screws. Tighten
 the damper motor module (DMM) recirculation. See: ACTUATOR RECIRCULATION
 the connector for the damper motor module (DMM) recirculation
 the air quality sensor (AQS).
FINISHING
TESTING THE FAN MOTOR

Test the operation of the fan motor.
Install the dashboard. See: DASHBOARD .
CLIMATE UNITS
PREPARATORY WORK
DRAINING THE AIR CONDITIONING (A/C) SYSTEM
WARNING: Follow the safety instructions for work on air conditioning systems. See:
REFRIGERANT .
Read the instructions for slow and fast leaks according to: AC-SYSTEM, OIL, REFILLING .
CAUTION: Always use new O-rings lubricated with compressor oil.
NOTE: Plug the pipes and connections when working on the climate control system.
Drain the refrigerant from the AC-system according to: REFRIGERANT, DRAINING .
DRAINING COOLANT AND REMOVING COMPONENTS


Raise the vehicle.

Fig. 81: Identifying Dashboard

REMOVAL
REMOVING THE CLIMATE CONTROL UNIT

Fig. 82: Identifying Spacer And Right-Hand Half Of Lead-In

Remove:
 the 2 screws and remove the right-hand half of the lead-in. See the illustration
 the section that holds the heat exchanger and evaporator pipes apart.
Fig. 83: Identifying Screw Securing Air Conditioning (A/C) Pipes

Lift up both air conditioning (A/C) hoses from their mountings below the right-hand spring strut turret.
Remove the 1 screw securing the air conditioning (A/C) pipes to the evaporator. See the illustration.
Pull the pipes off from the evaporator connection.
Separate the pipes to the hear exchanger as follows:
see HEAT EXCHANGER

Fig. 84: Identifying Drainage Hose From Lower Connection On Right-Hand Side Under Heat Exchanger
Housing
Remove:
 the drainage hose from the lower connection on the right-hand side under the heat exchanger housing
 the climate control unit.
INSTALLATION
INSTALLING THE CLIMATE CONTROL UNIT
Install:
 the climate control unit

 the drainage hose from the heat exchanger housing
Install the pipes to the heat exchanger as follows:

Install:
 the 1 M8 screw securing the air conditioning (A/C) pipes to the evaporator in the engine compartment.
Tighten
 both the air conditioning (A/C) hoses in their mountings below the right-hand spring strut turret
 the spacer that holds the heat exchanger and evaporator pipes apart
 the 2 screws and the right-hand half of the lead-in. Tighten
 the dashboard. Do not install the glove compartment. See: DASHBOARD
 the drain nipple on the radiator.
Fill with coolant and warm up the engine until the thermostat opens. Top up if necessary.
Check that the pipe coupling does not leak.
FINISHING
ACCUMULATOR REPLACEMENT WITH FUNCTION CHECK AND LEAK DETECTION
Replace accumulator: For model years 2006-2009, see ACCUMULATOR (2006-2009). For model years 2010-
2012, see ACCUMULATOR (2010-2012).
Vacuum pump the air conditioning (A/C) system. See: VACUUM PUMPING .
Fill the AC-system with refrigerant according to: REFRIGERANT, FILLING .
Leak trace the air conditioning (A/C) system. See: LEAK DETECTION, TRACER AGENT .

Install:

 the shield under the vehicle using the 7 clips. See the illustration.
ACCUMULATOR
PREPARATORY WORK
DRAINING THE AIR CONDITIONING (A/C) SYSTEM AND REMOVING COMPONENTS
REFRIGERANT .
Drain the refrigerant from the air conditioning (A/C) system. See: REFRIGERANT, DRAINING .
Remove:
 right-hand front headlamp. See: HEADLAMP BULB

 front bumper cover. For model years 2006-2009, see COVER BUMPER FRONT (2006-2009) . For
model years 2010-2012, see COVER BUMPER FRONT (2010-2012)
Remove:
 the front edge of the right-hand fender liner

 the retaining clip against the engine cover under the vehicle.
REMOVAL
REMOVING RECEIVER
Fig. 86: Identifying Nut Under Front Fender Liner On Right-Hand Side
Remove the nut under the front fender liner on the right-hand side. See the illustration.
NOTE: Lubricate the thread using a little rustproofing agent so that the pressed in
screw does not come loose.
Fig. 87: Identifying Pipe/Hose Connector

Disconnect the pipe / hose connection to the receiver. See the illustration.
Fig. 88: Identifying Pipe Coupling

Remove:
 the screw (A) for the pipe coupling

 the 3 screws (B) for mounting the receiver.
Remove the receiver.
INSTALLATION
INSTALLING RECEIVER
Fill the recommended volume of compressor oil. See: AC-SYSTEM, OIL, REFILLING .
NOTE: Install the receiver within 5-10 minutes of the plugs having been removed. This
prevents the absorbent material absorbing moisture from the air.
Install:
 the receiver together with 3 M8 screws. Tighten

 the pipe couplings, 2 x M8. Make sure the O-rings are securely located. Tighten the screws
 the M8 nut below the fender liner. Tighten
 the fender liner together with the plastic nut and the retaining clip.
FINISHING
CHECKING THE FUNCTION AND LEAK TRACING
Fill the air conditioning (A/C) system with refrigerant. See: REFRIGERANT, FILLING .
INSTALLING COMPONENTS AND CHECKING PERFORMANCE
Install:
 right-hand front headlamp. See: HEADLAMP BULB .
ELECTRIC BOOSTER HEATER (2006, 2007)
PREPARATORY WORK
REMOVING COMPONENTS
REMOVAL
REMOVING THE ELECTRICAL PREHEATER

Fig. 89: Identifying Screws For Right-Hand Mounting Bracket, Clamps For Cable Harness And
Connectors
Remove:
 the cable harness from the mounting bracket. This is secured with 2 clips
 the 4 screws. Remove the right-hand mounting bracket
 the 2 clamps for the cable harness
 the 3 connectors.
Fig. 90: Identifying Preheater Screws

WARNING: Do not perform any work on the electrical preheater until the heating coil
has cooled to ambient temperature.
Pull out the preheater.
INSTALLATION
INSTALLING THE ELECTRICAL PREHEATER
Install the preheater. Ensure that it is situated horizontally and engages in the guide pins on the opposite side.
Install:
 the 2 screws. Tighten

 the 3 connectors
 the cable harness on the mounting bracket using the 2 clips
 the right-hand mounting bracket using the 4 screws (of which 3 M8). Tighten.
FINISHING
Install the center console. See: FLOOR CONSOLE .
FUNCTION TESTING THE ELECTRICAL PREHEATER
Test the function of the electrical preheater. First read the information below and ensure that the conditions for
the function test are correct.
The electrical preheater comprises 3 separate heater elements assembled in a housing. The preheater is regulated
by the central electronic module (CEM), and regulation depends on the following factors:
 The electrical preheater is only activated at ambient temperatures lower than 10 °C

 When the coolant temperature reaches 70 °C, the preheater is disconnected. It is subsequently only
activated when the coolant temperature drops below 60 °C
 The electrical preheater is activated depending on the capacity of the generator (GEN).
ELECTRIC BOOSTER HEATER (2008-2012)
PREPARATORY WORK
REMOVING COMPONENTS
REMOVAL
REMOVING THE ELECTRICAL PREHEATER

Fig. 91: Identifying Screws For Right-Hand Mounting Bracket, Clamps For Cable Harness And
Connectors
Remove:
 the cable harness from the mounting bracket. This is secured with 2 clips
 the 4 screws. Remove the right-hand mounting bracket
Fig. 92: Identifying Preheater Screws

WARNING: Do not perform any work on the electrical preheater until the heating coil
has cooled to ambient temperature.
Pull out the preheater.
INSTALLATION
INSTALLING THE ELECTRICAL PREHEATER
Install the preheater. Ensure that it is situated horizontally and engages in the guide pins on the opposite side.
Install:

 the cable harness on the mounting bracket using the 2 clips
 the right-hand mounting bracket using the 4 screws (of which 3 M8). Tighten.
FINISHING
FUNCTION TESTING THE ELECTRICAL PREHEATER
Test the function of the electrical preheater. First read the information below and ensure that the conditions for
the function test are correct.
The electrical preheater comprises 3 separate heater elements assembled in a housing. The preheater is regulated
by the central electronic module (CEM), and regulation depends on the following factors:
 The electrical preheater is only activated at ambient temperatures lower than 10 °C

 When the coolant temperature reaches 70 °C, the preheater is disconnected. It is subsequently only
activated when the coolant temperature drops below 60 °C
 The electrical preheater is activated depending on the capacity of the generator (GEN).
HEAT EXCHANGER
PREPARATORY WORK
Fig. 93: Identifying Engine Splash Guard

Draining coolant and removing the engine splash guard.
Remove:
 the cover for the expansion tank and raise the vehicle
 the engine splash guard.
Attach a hose on the nipple at the radiator and lower the hose to a container.
Open the nipple and drain off the coolant.
Fig. 94: Identifying Radiator Hoses

Lower the vehicle.
Detach the radiator hoses from the engine compartment.
Turn the radiator hose connection counter-clockwise to the end position and then pull off the radiator hose.
REMOVAL
Remove:
 the center console. See FLOOR CONSOLE .

 the glove compartment. See GLOVE COMPARTMENT .
Detach the central electrical unit from its bracket but allow it to hang from the wiring. See CONTROL
MODULE RELAY BOX PASSENGER COMPARTMENT .
Fig. 95: Identifying Climate Control Unit Brackets, Air Duct And Screws
Remove:
 the brackets on both sides of the climate control unit and the screws, 3 per bracket
 the air duct
 the 8 x screws for the cover.
Pull the cover at angle downwards/backwards.
Fig. 96: Identifying Heat Exchanger Pipes

NOTE: The heat exchanger has pipes that are factory integrated. These pipes must be
cut in order to remove the unit. The heat exchanger in the service kit has
separate pipes, however.
Place some paper below the pipe couplings to collect any spilled coolant.
Cut or saw off the pipes.
Press the pipes towards the firewall so that they protrude into the engine compartment.
HINT: To facilitate, also route the pipes from the engine compartment.
Fig. 97: Identifying Screws And Lead-In's Right Half

Remove:
 the 2 x screws and the lead-in's right half, see illustration.

Pull the heat exchanger pipes through the seal.
Seal the pipes to the heat exchanger so that the remaining coolant cannot run out.
Angle the heat exchanger up at the rear edge. Lift out the heat exchanger towards the passenger side.
NOTE: Note how the seal is located on the heat exchanger.
INSTALLATION
NOTE: Install a new seal carefully using the removed evaporator as a template.
Install:
 the heat exchanger

 the heat exchanger pipes through the seal.
HINT: To facilitate assembling the pipes, lubricate the ends with a little oil.
NOTE: Use new O-rings for the pipe ends.
Install the pipes at the connection to the heat exchanger pipes.

Install the clips so that they lock securely. A click must be heard.
NOTE: The clips only fit one way in the pipe connection.
Fig. 99: Identifying Screws For Cover, Air Duct And Brackets On Both Sides Of Climate Control Units
Install:
 the 8 x screws for the cover. Tighten

 the air duct
 the brackets on both sides of the climate control unit and the screws, 3 per bracket. Tighten.
FINISHING
Install:
 the central electrical unit in its bracket. See CONTROL MODULE RELAY BOX PASSENGER
COMPARTMENT
Install the radiator hoses in the connections by the firewall.
Fill with coolant and warm up the engine until the thermostat opens. Top up the coolant if necessary.
Install the glove compartment. See GLOVE COMPARTMENT .
TEMPERATURE SENSOR PASSENGER COMPARTMENT
PREPARATORY WORK
COMPONENT OVERVIEW
Fig. 100: Identifying Passenger Compartment Temperature Sensor (ECC Only)

REMOVING COMPONENTS
Fig. 101: Identifying 4 Hidden Clips

Use a weatherstrip tool and remove the panel inside the center console. It is secured with 4 hidden clips.
Fig. 102: Identifying Driver's Side Soundproofing Panel

Remove the end cover on the left-hand side. Use a weatherstrip tool and start at the rear edge.
Remove the 3 screws and the clip for the driver's side soundproofing panel. Leave the soundproofing panel
hanging from the cable harness.
REMOVAL
REMOVING THE BLOWER FAN MOTOR PASSENGER COMPARTMENT TEMPERATURE SENSOR

Fig. 103: Identifying Catches

Press in the catches. Lift straight up.
INSTALLATION
INSTALLING THE BLOWER FAN MOTOR PASSENGER COMPARTMENT TEMPERATURE SENSOR
Install:
 the blower fan with the passenger compartment temperature sensor

 the connector
 the driver's side soundproofing panel using the 3 screws and the clip
 the end cover
 the panel inside the center console.
CONTROL (2006-2007)
CLIMATE CONTROL MODULE (CCM)
and/or models. Some variation may occur. However, the essential information is
always correct.
PREPARATORY WORK
Fig. 104: Identifying Climate Control Module Components

The unit is a complete control module that has many different functions in addition to controlling the climate
functions.
REMOVAL
REMOVING CENTER CONSOLE
Ignition off.

Remove the panel inside the center console. It is secured with 4 hidden clips.
Fig. 106: Identifying Radio Panel

Remove the radio panel. It is secured with 2 hidden hooks.
HINT: Insert a small screwdriver and push the hooks away, 1 per side.
Fig. 107: Identifying Infotainment Control Module

Remove the infotainment control module (ICM). It is secured with 2 hidden clips.
HINT: Grip the infotainment control module (ICM) with both hands. Push the control module straight
out of the center console.
Remove:
 the 2 connectors from the infotainment control module (ICM)

 the connector from the center console.
Fig. 108: Identifying 4 Screws

Remove:
 Power Socket: For model years 2006-2007, see POWER SOCKET 12V (2006, 2007) . For model years
2008-2012, see POWER SOCKET 12V (2008-2012) .
 the 4 screws.
Unclip the gear selector lever boot.
Lift the center console up / out.
REMOVING THE CLIMATE CONTROL MODULE (CCM)


Remove:
 the 8 screws.
Fig. 110: Identifying Climate Control Module (CCM) Screws

 the 4 screws
 the climate control module (CCM).
INSTALLATION
INSTALLING THE CLIMATE CONTROL MODULE (CCM)
CAUTION: Tighten the screws carefully. There is a risk of cracks forming.
Install:
 the climate control module (CCM) on the front section of the center console
 the 4 x screws. Tighten. See: TIGHTENING TORQUE
 the rear section of the center console
 the 8 screws. Tighten. See: TIGHTENING TORQUE .
INSTALLING CENTER CONSOLE

Install:
 the gear selector lever boot

 the panel: For model years 2006-2007, see POWER SOCKET 12V (2006, 2007) . For model years
 the connector for the center console
 the 2 connectors for the infotainment control module (ICM)
 the infotainment control module (ICM). It is secured with 2 hidden clips
 the radio panel
 the panel inside the center console. It is secured with 4 hidden clips.
FINISHING
ORDERING SOFTWARE
Order software. See:
C70 (06-) 30774030
PROGRAMMING CUSTOMER PARAMETERS AND ADJUSTING DAMPER MOTORS
Reprogram the customer programmed data
Carry out self-adjustment of the damper motor end positions. This is carried out in VIDA (Volvo Scan Tool)
Vehicle communication.
Test drive the vehicle. Check that the engine and climate control system are functioning.
CONTROL (2008-2009)
always correct.
PREPARATORY WORK

functions.
REMOVAL
Ignition off.



Remove:


Remove:
 the panel. See: FLOOR CONSOLE

 the 4 screws.


Remove:
 the 8 screws.

 the 4 screws
INSTALLATION
Install:

Install:

 the panel. See: FLOOR CONSOLE
 the radio panel
FINISHING
ORDERING SOFTWARE
C70 (06-) 30774030
Carry out self-adjustment of the damper motor end positions. This is carried out in VIDA (Volvo scan tool).
CONTROL (2010-2012)
always correct.
PREPARATORY WORK

functions.
REMOVAL
Ignition off.



Remove:


Remove:
 the panel. For model years 2006-2007, see: POWER SOCKET 12V (2006, 2007) . For model years
 the 4 screws.


Remove:
 the 8 screws.

 the 4 screws
INSTALLATION
Install:

Install:

 the 4 screws. Tighten the panel.
 Power Socket: For model years 2006-2007, see POWER SOCKET 12V (2006, 2007) . For model years
 the radio panel
FINISHING
ORDERING SOFTWARE
C70 (06-) 30774030
Carry out self-adjustment of the damper motor end positions. This is carried out in VIDA (Volvo scan tool).
COOLING UNIT
AC COMPRESSOR
PREPARATORY WORK
DRAINING THE AIR CONDITIONING (A/C) SYSTEM AND REMOVING THE COVER
REFRIGERANT .
NOTE: Plug the pipes and connections when working on the climate control system
(air conditioning).
Raise the vehicle.
Remove the drive belts. See: ACCESSORY DRIVE BELT TENSIONER .

Remove the cover under the vehicle. It is secured with 7 clips.
REMOVAL
REMOVING COMPRESSOR
Fig. 126: Identifying Lower/Front Pipe/Hose Connector

Remove:
 the connector to the magnetic clutch

 the pipe connections for the compressor (1) and (2).
Fig. 127: Identifying Compressor Mounting Screws

 the 3 mounting screws for the compressor.
Remove the compressor.
INSTALLATION
INSTALLING THE COMPRESSOR


Position the compressor.
 Fasten the compressor with screws, 3 pieces. M8

 Install the longest screw in the rear mounting
 Insert the screws
 Begin by tightening the longest M8
 Tighten the remaining 2 pieces. M8.
It is important to follow the installation instruction to make sure of the AC-compressor's position. In case of
wrong installation order, the AC-compressor ends up at an angle. This leads to incorrect loading on the belt
tensioner, as well as displacement of the belt and subsequent belt failure.
Install the pipe connections, 2 M8 (1) and (2). Ensure that the O-rings are securely located between the
compressor and the pipes.
Tighten the screws.

Install the drive belts. See: ACCESSORY DRIVE BELT TENSIONER .
FINISHING
CHECKING THE PERFORMANCE

Install the shield under the vehicle using the 7 clips.
CONDENSER
see CONDENSER
ACCUMULATOR (2006-2009)
PREPARATORY WORK
REFRIGERANT .
Remove:

Remove:

REMOVAL
REMOVING RECEIVER


Remove:

INSTALLATION
INSTALLING RECEIVER
Install:

FINISHING
Install:
ACCUMULATOR (2010-2012)
PREPARATORY WORK
REFRIGERANT .
Remove:

Remove:

REMOVAL
REMOVING RECEIVER


Remove:

INSTALLATION
INSTALLING RECEIVER
Install:

FINISHING
Install:
CONDENSER (2006, 2011)
PREPARATORY WORK
SAFETY INFORMATION COOLING SYSTEM .
REMOVING COMPONENTS
Fig. 136: Identifying Rear Connector

Remove:
 the left-hand headlamp. See: HEADLAMP BULB
 the 2 screws (1) and (2) at the condenser connection (see the illustration)
 the air conditioning unit. See: RADIATOR .
REMOVAL
REMOVING THE CONDENSER

Fig. 137: Removing The Condenser

Press in the catch. Carefully pry off both sides using a screwdriver.
Remove the condenser from the air conditioning unit.
INSTALLATION
INSTALLING THE CONDENSER

Fig. 138: Installing The Condenser

Fill the condenser with oil. See AC-SYSTEM, OIL, REFILLING .
Press the condenser into the mounting points.
NOTE: Ensure that both retaining clips secure the condenser.
FINISHING


Install:
 the air conditioning unit. See: RADIATOR

 the 2 M8 screws (1) and (2) at the condenser connection (see the illustration). Tighten.
Install:
 the left-hand headlamp. See: HEADLAMP BULB

CONDENSER (2012)
PREPARATORY WORK
DRAINING THE A/C SYSTEM
SAFETY INFORMATION COOLING SYSTEM .
REMOVAL
REMOVING THE AIR CONDITIONING AGGREGATE
Remove the air conditioning aggregate. See: RADIATOR .
REMOVING THE CONDENSER

Fig. 140: Identifying Screws And Cover From Frame

Remove:
 the 4 screws
 the cover from the frame.
Fig. 141: Identifying Condenser

Lift the condenser straight up.
INSTALLATION
INSTALLING THE CONDENSER

Fig. 142: Identifying Screws And Cover From Frame

Fill the condenser with oil. See AC-SYSTEM, OIL, REFILLING .
Install:
 the condenser
 the cover for the frame
 the 4 screws.
INSTALLING THE COOLER UNIT
Install the air conditioning aggregate. See: RADIATOR .
FINISHING
FILLING WITH REFRIGERANT AND LEAK TRACING
Fill the system. See: REFRIGERANT, FILLING .

Leak trace the system. See: LEAK DETECTION, TRACER AGENT .
CONDENSER
see CONDENSER
ELECTROMAGNETIC CLUTCH
see ELECTROMAGNETIC CLUTCH
REFRIGERANT PIPE ACCUMULATOR TO COMPRESSOR
see REFRIGERANT PIPE ACCUMULATOR TO COMPRESSOR
ELECTROMAGNETIC CLUTCH
Special tools:
see 9995596
see 9995598
see 9995599
see 9995600
see 9995597
see 9995602
PREPARATORY WORK
REMOVING COMPONENTS

Raise the vehicle.
Remove:
 the shield under the vehicle. It is secured with 7 clips. See the illustration
 the right-hand front wheel.
Fig. 144: Identifying Right-Hand Screw Securing Air Baffle

 the 5 screws and the plastic nut. Detach the front edge of the right-hand fender liner. Fold the fender
backwards. See the illustration
 the right-hand screw securing the air baffle
 the auxiliary unit belts according to. See ACCESSORY DRIVE BELT TENSIONER .
REMOVAL
REMOVING THE MAGNETIC CLUTCH COMPRESSOR

Fig. 145: Identifying Clutch Plate And Counterhold

Remove:
 the screw for the flex plate. Use: see 9995596

Fig. 146: Identifying Shims

 the flex plate. Use: see 9995596

Fig. 147: Identifying Snap Ring

 the snap ring.

Fig. 148: Identifying Puller And Socket

Pull off the pulley. Use: see 9995598 and: see 9995599 .
Fig. 149: Identifying Solenoid Coil's Cable And Compressor Housing

NOTE: Note the position of the solenoid coil's cable in relation to the compressor
housing. It should be located under cover panel.
Cut off the cable from the solenoid coil. Cut close to the clip securing the cable above the compressor.
Tap it in / out using a 3 mm drift.
INSTALLATION
INSTALLING THE MAGNETIC CLUTCH FOR THE COMPRESSOR

Fig. 150: Identifying Cable And Retaining Clip

Lower the compressor a little by slackening off the 3 mounting screws.
Remove the cable from the solenoid coil connector.
Thread the cable between the belt tensioner and the top edge of the compressor.
Install:
 the cable and the retaining clip. See the illustration

 the compressor using the 3 M8 screws. Tighten
 the cable to the connector.

Fig. 151: Identifying Magnet Coil

 the solenoid coil using the 3 screws.
NOTE: Make sure that the solenoid coil's cable is located correctly in relation to the
compressor housing. The cable should be located under cover panel.
Fig. 152: Identifying Puller And Socket

Install a new belt pulley. Use: see 9995598 and: see 9995600 .
NOTE: Place the tools behind the compressor mountings.

Fig. 153: Identifying Shims

Install:
 the snap ring

 the shims
 the flex plate. Use: see 9995596 and tighten the screw according to: TIGHTENING TORQUE .
Fig. 154: Identifying Feeler Gauge Between Clutch Plate And Pulley
Check the clearance between the clutch plate and pulley. Use a feeler gauge.
The clearance should ideally be 0.3 mm all the way around, although a play up to max. 0.5 mm is allowed.
Replace the shims if the clearance is not within the stated values.
FINISHING

Install:
 the auxiliaries belts. See: ACCESSORY DRIVE BELT TENSIONER

 the right-hand screw securing the air baffle
 the right-hand fender liner using the 5 screws and the plastic nut
 the right-hand front wheel.
 the shield under the vehicle using the 7 clips. See the illustration.
EVAPORATOR
PREPARATORY WORK
Drain refrigerant from the A/C system. See: REFRIGERANT, DRAINING .

DRAINING COOLANT AND REMOVING THE COVER

Raise the vehicle.
Disconnect the quick-release connectors for the cooler hoses at the cowl panel in the engine compartment.
REMOVING COMPONENTS
Remove:
 the center console. See: FLOOR CONSOLE

 the multimedia module (MMM) (if applicable). See: CONTROL MODULE INFORMATION AND
ENTERTAINMENT
Fig. 157: Identifying Central Electrical Unit Bracket Nuts

 the central electrical unit from its bracket. See: CONTROL MODULE RELAY BOX PASSENGER
COMPARTMENT
 the 2 nuts for the central electrical unit bracket (see the illustration). Disconnect the cable harness from
the bracket
 the heat exchanger. See HEAT EXCHANGER.

Lift up both air conditioning (A/C) pipes from their mountings below the right-hand spring strut turret.
Remove the 1 screw securing the air conditioning (A/C) pipes to the evaporator. See the illustration.
Pull the pipes off from the evaporator connection.
REMOVAL
REMOVING THE EVAPORATOR
The evaporator has pipes that are integrated in the factory. These pipes must be cut in order to remove the unit.
The evaporator in the service kit has separate pipes, however.

Remove:
 the 2 screws and remove the right-hand half of the lead-in. See the illustration
Fig. 160: Identifying Evaporator Pipes

Cut off the evaporator pipes.
Pull and press out the pipes through the seal. See the illustration.
Fig. 161: Identifying Evaporator Screws

Remove the 3 screws. Remove the cover.
Pull out the evaporator. Pull alternately at the top and bottom edges. It may be hard to remove.
NOTE: Note how the seal is located on the evaporator.
INSTALLATION
INSTALLING THE EVAPORATOR
Install a new seal, using the removed evaporator as a template.


Install the evaporator far enough that the cover can be installed (approximately 3-4 mm inside the opening).
Position the front edge of the cover between the evaporator and the heater unit.
Tighten the 3 screws.
Install the loose pipe section between the evaporator and the connection in the engine compartment. Start by
inserting it through the lead-in seal. Then connect the block mounting to the evaporator using 2 M5 screws.
Tighten. See: TIGHTENING TORQUE .

NOTE: Pull the insulation for the pipes as far in towards the evaporator as possible
before installing the spacer and the right-hand half of the lead-in.
Install:
 the spacer that holds the heat exchanger and evaporator pipes apart
 the right-hand half of the lead-in using the 2 screws.
Install:
 the M8 screw securing the air conditioning (A/C) pipes in the engine compartment. See: TIGHTENING
TORQUE
 the heat exchanger. See HEAT EXCHANGER.
 the central electrical unit bracket using the 2 nuts. Install the cable harness
 the central electrical unit on the bracket. See: CONTROL MODULE RELAY BOX PASSENGER
COMPARTMENT
FINISHING
Fill with coolant and warm up the engine until the thermostat opens. Top up if necessary.

Install:

 the multimedia module (MMM) (if applicable). See: CONTROL MODULE INFORMATION AND
ENTERTAINMENT
 the shield under the vehicle using the 7 clips.
EXPANSION VALVE
PREPARATORY WORK
REFRIGERANT .
REMOVING THE EXPANSION VALVE (ORIFICE)

Fig. 165: Identifying Cap Nut For Expansion Valve

Clean the join thoroughly.
Slacken off the cap nut.
NOTE: Make a note of the position of the expansion valve in the pipe.
Pull or work out the expansion valve. See the illustration. It is not screwed in place.
HINT: The expansion valve can be removed using round-nosed pliers.
CAUTION: Make sure that the expansion valve does not come off.
INSPECTING THE FILTER SECTION OF THE EXPANSION VALVE

Fig. 166: Identifying Filter Sections Of Expansion Valve

(A) shows an approved expansion valve.
If 4 or 5 filter sections in the expansion valve are clogged (B) , the compressor oil must be inspected.
If the filter is extremely clogged or if it contains a large volume of metal particles, the compressor may need to
be replaced.
If the compressor oil is black or very dirty, replace the compressor.
If the compressor is dry, replace the compressor.
INSTALLATION
INSTALLING THE EXPANSION VALVE (ORIFICE)
Install a new expansion valve.
NOTE: Make sure that the expansion valve is properly pressed into the pipe section at
the evaporator.
Install the cap nut. Tighten. See: TIGHTENING TORQUE .
FINISHING
LOW PRESSURE SWITCH CLIMATE CONTROL
REMOVAL
Fig. 167: Identifying Low Pressure Switch Climate Control


INSTALLATION
NEEDLE VALVE (2006-2009)
Special tools:
see 9511204
see 9811994
PREPARATORY WORK
DRAINING REFRIGERANT
Drain the refrigerant from the system. See REFRIGERANT, DRAINING .
REMOVAL
REMOVING THE NEEDLE VALVE / SERVICE VALVE

Fig. 168: Identifying Needle Valve/Service Valve

Remove the needle valve in the service valve. Use: see 9511204 .
INSTALLATION
INSTALLING THE NEEDLE VALVE / SERVICE VALVE
Install the needle valve. Use: see 9511204 .
Use: see 9811994 and tighten, see: TIGHTENING TORQUE .
NOTE: Use only your finger and thumb when tightening the needle valve to avoid
damage to the valve seal.
FINISHING
NEEDLE VALVE (2010-2012)
Special tools:
see 9511204
see 9811994
PREPARATORY WORK
DRAINING REFRIGERANT
Drain the refrigerant from the system. See REFRIGERANT, DRAINING .
REMOVAL
REMOVING THE NEEDLE VALVE / SERVICE VALVE

Fig. 169: Identifying Needle Valve/Service Valve

Remove the needle valve in the service valve. Use: see 9511204 .
INSTALLATION
INSTALLING THE NEEDLE VALVE / SERVICE VALVE
Install the needle valve. Use: see 9511204 .
Use: see 9811994 and tighten, see: TIGHTENING TORQUE .
NOTE: Use only your finger and thumb when tightening the needle valve to avoid
damage to the valve seal.
FINISHING
PREPARATORY WORK
REFRIGERANT .
REMOVING THE SHIELD


Raise the vehicle.
Remove the shield under the vehicle. It is secured with 7 clips.
PIPE/HOSE BETWEEN COMPRESSOR AND CONDENSER (PRESSURE SIDE), REPLACING
REMOVING THE PIPE/HOSE BETWEEN THE COMPRESSOR AND THE CONDENSER


Remove:
 the rear/upper pipe/hose connector (1) on the compressor.
 the lower connector for the charge air hose to the charge air cooler (CAC) on the right-hand side.

Lower the vehicle.
Remove the upper charge air cooler (CAC) hose.
Remove the dip stick.
Disconnect the rear connector (1) to the condenser, to the left of the right-hand headlamp. See the illustration.
Route the pipe/hose down to the compressor under the vehicle.
INSTALLING THE PIPE/HOSE BETWEEN THE COMPRESSOR AND THE CONDENSER
Place the pipe/hose for the compressor in position by the upper connector to the condenser.
Install:
 the pipe coupling, 1 M8. Ensure that the O-rings are securely located between the condenser and the
pipe/hose. Tighten the screw
 the pipe coupling by the compressor, 1 M8. Make sure the O-rings are securely located. Tighten the screw
 the charge air pipe upper and lower connectors.
Carry out finishing work. See: FINISHING.
PIPE/HOSE BETWEEN COMPRESSOR AND RECEIVER (SUCTION SIDE), REPLACING
REMOVING THE PIPE/HOSE BETWEEN THE COMPRESSOR AND THE RECEIVER

Remove the lower/front pipe/hose connector (2) on the compressor.


Lower the vehicle.
Remove the upper connector of the charge air hose to the charge air cooler (CAC).
Disconnect the pipe/hose connector to the receiver adjacent to the power steering fluid reservoir. See the
illustration.
Route the pipe/hose down to the compressor under the vehicle.
INSTALLING THE PIPE/HOSE BETWEEN THE COMPRESSOR AND THE RECEIVER
Place the pipe/hose for the compressor in position by the upper connector to the receiver.
Install:
 the pipe coupling, 1 M8. Ensure that the O-rings are securely located between the receiver and the
pipe/hose. Tighten the screw
 the upper connector for the charge air pipe
 the pipe coupling by the compressor, 1 M8. Make sure the O-rings are securely located. Tighten the
screw.
Carry out finishing work. See: FINISHING.
FINISHING
FUNCTION TESTING TOGETHER WITH LEAK TRACING
INSTALLING SHIELD AND BUMPER COVER

Install the shield under the vehicle with 7 clips. See the illustration.
Remove the front bumper cover. For model years 2006-2009, see COVER BUMPER FRONT (2006-2009) .
For model years 2010-2012, see COVER BUMPER FRONT (2010-2012)
REFRIGERANT PIPE CONDENSER TO EXPANSION VALVE
PREPARATORY WORK (THE SAME FOR ALL METHODS)
REFRIGERANT .
PIPE/HOSE BETWEEN EVAPORATOR AND RECEIVER, REPLACING
REMOVING COMPONENTS
Fig. 176: Identifying Coolant Reservoir, Power Steering Fluid Reservoir And Hoses
Remove:
 the coolant reservoir (1) but leave the hoses in place. Place the reservoir on the valve cover
 the power steering fluid reservoir and hoses (2) from its mounting by pulling it upwards at an angle.
Remove:
 the ground strip (3) from the connection at the right-hand suspension turret
 the 2 switches (4) for the air conditioning (A/C) system pressure sensor from the air conditioning (A/C)
pipes / hoses
REMOVING THE PIPE/HOSE BETWEEN THE EVAPORATOR AND THE RECEIVER


Lift up the hose from the mounting below the right-hand suspension turret.
Remove:
 the screw securing the air conditioning (A/C) pipes to the evaporator. See the illustration
 the plastic clip holding the mounting block
 the mounting block from the pipes.

Remove:
 the right-hand headlamp. See: HEADLAMP BULB

 the nut. Disconnect the pipe coupling (A) at the receiver.
NOTE: Plug the intake pipe for the receiver immediately after disconnection.
INSTALLING THE PIPE/HOSE BETWEEN THE EVAPORATOR AND THE RECEIVER
Install:
 the pipe coupling at the receiver using the M8 nut

 the right-hand headlamp. See: HEADLAMP BULB .
Position the pipe / hose next to the cowl panel in the engine compartment.
Install:
 the mounting block in the grooves on the pipe

 the M8 screw securing the air conditioning (A/C) pipes to the evaporator.
Press in the hose into the mounting below the right-hand suspension turret.
Carry out finishing work. See: FINISHING WORK (THE SAME FOR ALL METHODS) .
PIPE/HOSE BETWEEN CONDENSER AND EXPANSION VALVE, REPLACING
REMOVING COMPONENTS
Fig. 179: Identifying Coolant Reservoir, Power Steering Fluid Reservoir And Hoses
Remove:
 the coolant reservoir (1) but leave the hoses in place. Place the reservoir on the valve cover
 the power steering fluid reservoir and hoses (2) from its mounting by pulling it upwards at an angle.
Remove:
 the ground strip (3) from the connection at the right-hand suspension turret
 the 2 switches (4) for the air conditioning (A/C) system pressure sensor from the air conditioning (A/C)
pipes / hoses
REMOVING THE PIPE / HOSE BETWEEN THE CONDENSER AND THE EXPANSION VALVE

Remove the cap nut for the expansion valve. See the illustration.

Unscrew the cover from the service valve.
Remove:
 the service valve using an extended 24 mm sleeve

 the screw (2) at the condenser connection.
INSTALLING THE PIPE / HOSE BETWEEN THE CONDENSER AND THE EXPANSION VALVE
Install the cap nut for the expansion valve.
Install:
 the M8 screw on the condenser connection

 the service valve. Tighten. See: TIGHTENING TORQUE
 the service valve cover.
PIPE BETWEEN EXPANSION VALVE AND EVAPORATOR, REPLACING
REMOVING THE PIPE BETWEEN THE EXPANSION VALVE AND THE EVAPORATOR

Remove:
 the screw securing the air conditioning (A/C) pipes to the evaporator. See the illustration
 the mounting block from the pipes.

Remove the cap nut for the expansion valve. See the illustration.
INSTALLING THE PIPE BETWEEN THE EXPANSION VALVE AND THE EVAPORATOR
Install:
 the mounting block in the grooves on the pipe

 the M8 screw securing the air conditioning (A/C) pipes to the evaporator
 the cap nut for the expansion valve.
FINISHING WORK (THE SAME FOR ALL METHODS)

Install:
 the coolant reservoir

 the power steering fluid reservoir
 the ground strip on the connection at the right-hand suspension turret
 the 2 switches for the air conditioning (A/C) system pressure sensor on the air conditioning (A/C) pipes /
hoses
SWITCH HIGH PRESSURE (2006-2011)
REMOVAL
Fig. 184: Identifying High Pressure Switch

INSTALLATION
SWITCH HIGH PRESSURE (2012)
REMOVAL
Fig. 185: Identifying High Pressure Switch

Follow the instruction for tightening torques, see TIGHTENING TORQUE
INSTALLATION
Perform climate unit, checking, see CLIMATE CONTROL SYSTEM, CHECK
TEMPERATURE SENSOR EVAPORATOR
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVAL
REMOVING THE TEMPERATURE SENSOR FOR THE EVAPORATOR

Fig. 187: Identifying Temperature Sensor For Evaporator

Fold down the carpet in the driver's side footwell towards the heater unit.
Turn the temperature sensor together with the cable harness a 1/4 turn clockwise.
Pull the temperature sensor straight out. Remove the temperature sensor.
Remove the connector.
INSTALLATION
INSTALLING THE TEMPERATURE SENSOR FOR THE EVAPORATOR
Align the hooks for the temperature sensor in the opening so that the connector is turned down.
Place the temperature sensor down against the surface of the heater unit. Turn the temperature sensor a 1/4 turn
counter-clockwise.
FINISHING
TRANSMISSION
Power transmission
TRANSMISSION
CLUTCH PEDAL POSITION SENSOR, ENGINE COMPARTMENT
Special tools
999 7402 Installer
Tool description: Installer
Tool boards: 40
REMOVAL
Remove battery, see BATTERY
Fig. 1: Identifying Assembly Fasteners

Torque: M6
10 Nm
Fig. 2: Identifying Removal Of Connector

Fig. 3: Identifying Installer Tool 999 7402 And Clutch Pedal Position Sensor
see 9997402
INSTALLATION

TRANSMISSION Clutch - Cleaning, Inspection and Adjustment
TRANSMISSION
Clutch - Cleaning, Inspection and Adjustment
CLUTCH CONTROL (B5254T3/B5254T7, M66; 2006-2011)

BLEEDING THE CLUTCH SYSTEM
Special tools
999 7446 Bleeding tool
Tool description: Bleeding tool
Tool boards: 40
Materials
Brake fluid 9437430
REMOVAL
Fig. 1: Locating Brake Fluid Reservoir Cap

WARNING: Only use new specified brake fluid from airtight containers.
CAUTION: The fluid level must remain between the MAX and MIN marks.
Use: Brake fluid, 9437430

Fig. 2: Identifying Bleeding Tool

see 9997446
Fig. 3: Clutch Bleeding Procedure (1 Of 11)








INSTALLATION




TRANSMISSION Clutch - Removal, replacement and installation
TRANSMISSION
Clutch - Removal, replacement and installation
MECHANICAL CLUTCH
CLUTCH DISC AND PRESSURE PLATE
Special tools
999 7068 Counterhold
Tool description: Counterhold
Tool boards: 43
999 7120 Gear sector
Tool description: Gear sector
Tool boards: 21
999 5662 Compression tool (clutch) P200-V40
Tool description: Compression tool (clutch) P200-V40
Tool boards: 40
999 5663 Centering tool (clutch plate) P200-V40
Tool description: Centering tool (clutch plate) P200-V40
Tool boards: 40
999 5675 Socket (centering clutch plate) used with 9995663
Tool description: Socket (centering clutch plate) used with 9995663
Tool boards: 40
Materials
Cleaning agent 1161721
REMOVAL
Remove transmission, see TRANSMISSION

Fig. 1: Identifying Counterhold Tool 9997068 And Gear Sector Tool 9997120
NOTE: Note the position of the component before removal.
see 9997068 see 9997120
Fig. 2: Identifying Compression Tool 9995662 And Pressure Plate Bolts

see 9995662
INSTALLATION
Fig. 3: Identifying Centering Tool 999 5663 And Socket Tool 999 5675 Attached To Clutch Disc
CAUTION: The cone on the special tool must only be tightened finger tight to prevent
damage to the clutch disc.
see 9995663 see 9995675
Fig. 4: Identifying Cleaning Agent, 1161721

Use: Cleaning agent, 1161721

Fig. 5: Identifying Compression Tool 9995662 Attached To Pressure Plate

WARNING: Take care not to trap any fingers when removing the special tool.
Torque: M8
24 Nm
Fig. 6: Identifying Removal Of Centering Tool Assembly

Install the transmission, see TRANSMISSION
CLUTCH CONTROL
CLUTCH SLAVE CYLINDER
REMOVAL
Remove transmission, see TRANSMISSION
Fig. 7: Identifying Removal Of Retaining Pin To Link Arm

Fig. 8: Locating Slave Cylinder Bolt

Torque: M6
10 Nm
INSTALLATION
MASTER CYLINDER, CLUTCH
Special tools
999 7172 Wrench
Tool description: Wrench
Tool boards: 43
REMOVAL
Fig. 9: Locating Battery Tray Screws

Torque: M6
10 Nm

Fig. 11: Identifying Connector Removal


Fig. 12: Identifying Method To Detach Line

Fig. 13: Identifying Removal Of Clutch Line

CAUTION: Make sure the open end of the hose is secured above the fluid level in the
reservoir.
 Panel steering column, see PANEL STEERING COLUMN

 Combined instrument panel, see COMBINED INSTRUMENT PANEL
 Start Inhibit Switch, see START INHIBIT SWITCH
Fig. 14: Identifying Steering Column Directions Of Motion

WARNING: The steering column may contain pyrotechnic components.
NOTE: Make sure that the road wheels are in the straight ahead position.
Fig. 15: Identifying Steering Shaft Pinch Bolt

NOTE: Make sure that a new component is installed.
Torque: steering column to steering gear (steering shaft joint)
25 Nm
Fig. 16: Locating Clutch Line Attachment Point

Fig. 17: Locating Clutch Line Steering Wheel Connectors

Fig. 18: Locating Connector

Fig. 19: Identifying Clutch Line Removal

Fig. 20: Locating Steering Column To Dashboard Bolts

Torque: Steering column to dashboard
24 Nm
Fig. 21: Locating Clutch Line Fasteners

Fig. 22: Identifying Clutch Piston Attachment Clips

Fig. 23: Identifying Clutch And M8 Bolts

Torque: M8
24 Nm
Fig. 24: Identifying Wrench 9997172 To Adjust Clutch Tension

see 9997172
Fig. 25: Locating Seal For Disposal

INSTALLATION
Perform clutch system venting, see BLEEDING THE CLUTCH SYSTEM
CLUTCH PEDAL (2011)
Remove clutch pedal, see MASTER CYLINDER, CLUTCH
MASTER CYLINDER, CLUTCH
Special tools
999 5511 PRESS TOOL (BALL SEAT GEAR CABLE) 800
Tool description: PRESS TOOL (BALL SEAT GEAR CABLE) 800
Tool boards: 43
999 7172 Wrench
Tool boards: 43
999 7119 Mounting
Tool description: Mounting
Tool boards: 21
Materials
Anti-squeak tape 1161842
Silicone grease 1161687
REMOVAL
Fig. 26: Identifying Clutch Pedal

Fig. 27: Removing Clutch Pedal Spring

Fig. 28: Identifying Steering Column Directions Of Motion

WARNING: The steering column may contain pyrotechnic components.
Remove position sensor clutch pedal engine compartment, see POSITION SENSOR CLUTCH PEDAL
ENGINE COMPARTMENT
Fig. 29: Identifying Connector Removal

Fig. 30: Removing Clutch Hose


Fig. 31: Postitioning Hose Above Fluid Level In Reservoir

CAUTION: Make sure the open end of the hose is secured above the fluid level in the
reservoir.
 Lighting switch, see LIGHTING SWITCH

 Panel steering column, see PANEL STEERING COLUMN
 Stoplamp switch, see STOPLAMP SWITCH
Fig. 32: Removing/Installing Steering Shaft Joint

25 Nm
Fig. 33: Locating Connectors

Fig. 34: Identifying Clutch Line Removal

Fig. 35: Locating Steering Column To Dashboard Bolts

Torque: Steering column to dashboard
24 Nm
Fig. 36: Identifying Steering Column Assembly

Fig. 37: Locating Switch Cover

Torque: M6
10 Nm
Remove Start Inhibitor Switch clutch pedal passenger compartment, see START INHIBIT SWITCH
Fig. 38: Identifying Start Inhibit Switch

VEHICLES MANUFACTURED FROM CHASSIS NUMBER: 22095
Remove the collision warning control module, see COLLISION WARNING CONTROL MODULE
ALL VEHICLES
Fig. 39: Identifying Bracket


see 9995511
Fig. 41: Locating Clutch Pedal Mounting Bracket Bolts

Torque: M8
24 Nm
Fig. 42: Identifying Wrench 9997172 To Adjust Clutch Tension

see 9997172
Fig. 43: Identifying Seal

NOTE: Note the position of each component before removal.
Fig. 44: Locating Seal For Disposal

INSTALLATION

NOTE: This step is not necessary when installing a new component.
Fig. 46: Identifying Where to Cut

Fig. 47: Visually Inspecting That Bracket Is At 90Degrees

see 9997119
Fig. 48: Identifying Anti-squeak tape, 1161842

Use: Anti-squeak tape, 1161842
Fig. 49: Identifying Silicone grease, 1161687

Use: Silicone grease, 1161687
Perform clutch system venting, see BLEEDING THE CLUTCH SYSTEM
POSITION SENSOR CLUTCH PEDAL ENGINE COMPARTMENT (2011)
Special tools
999 7402 Installer
Tool description: Installer
Tool boards: 40
REMOVAL

Fig. 50: Locating Battery Tray Screws

Torque: M6
10 Nm

Fig. 52: Identifying Installer Tool 999 7402 And Clutch Pedal Position Sensor
see 9997402
INSTALLATION
START INHIBIT SWITCH
REMOVAL
Fig. 53: Identifying Clutch Pedal Arm

Remove instrument panel lower, see INSTRUMENT PANEL LOWER
Fig. 54: Identifying Removal Start Inhibit Switch

INSTALLATION
Fig. 55: Identifying Start Inhibit Switch


COLLISION AVOIDANCE Body and interior
COLLISION AVOIDANCE
Body and interior
COLLISION AVOIDANCE
CAMERA, COLLISION WARNING
Materials
Window cleaner
REMOVAL
Remove rear-view mirror inside, see INNER REAR VIEW MIRROR
Fig. 1: Identifying Camera Collision Warning Module

Fig. 2: Identifying Camera Collision Warning Module Screws

Torque: M5
5 Nm
Fig. 3: Window cleaner,

Use: Window cleaner,
INSTALLATION
Calibrate camera using VIDA (Volvo scan tool).

COLLISION AVOIDANCE Power transmission
COLLISION AVOIDANCE
Power transmission
COLLISION AVOIDANCE
COLLISION WARNING CONTROL MODULE
REMOVAL
Remove the combined instrument panel, see COMBINED INSTRUMENT PANEL
Fig. 1: View of Collision Warning Control Module

Torque: M6
10 Nm
COLLISION AVOIDANCE Power transmission
Fig. 2: Removing Collision Warning Control Module

CAUTION: Take extra care not to damage the clips.
Torque: M6
10 Nm
INSTALLATION

COMMON SPECS & PROCEDURES C70
COMMON SPECS & PROCEDURES
C70
SPECIFICATIONS INDEX
SPECIFICATIONS INDEX - C70
System Specification/Procedure
Air Conditioning
Service Procedures see CLIMATE UNITS -
CLEANING, INSPECTION AND
ADJUSTMENT
Service Specifications see AC COMPRESSOR
Torque see SUMMARY OF TIGHTENING
TORQUES FOR SPECIFIC
COMPONENTS
Axle Nut/Hub Nut
Torque Tighten the screws for the hub
alternately. See TIGHTENING
TORQUE SPECIFICATIONS
First Step: 26 Ft. Lbs. (35 Nm)
Second Step: 90 degrees
Battery see BATTERY MARKING
Brakes
Bleeding Sequence see BRAKE SYSTEM
BLEEDING
Disc Brakes
Service Specifications see WHEEL BRAKE -
SPECIFICATIONS,
MECHANICAL
Torque see SUMMARY OF SPECIFIC
COMPONENTS AND
TIGHTENING TORQUES
Charging
Torque see SUMMARY OF
TIGHTENING TORQUES FOR
SPECIFIC COMPONENTS
Drive Belts
Adjustment Drive Belt is self-adjusting
Drive Belt Routing See the graphic under, see
ACCESSORY DRIVE BELT
Engine Cooling
General Service Specifications see COOLING SYSTEM -
DRAINING AND FILLING
Thermostat R & I B5254T7: see THERMOSTAT

(B5254T7)
Coolant Pump R & I B5254T7: see COOLANT PUMP
(B5254T7)
Engine Mechanical
Compression 9:1
Oil Pressure @ 100°C see ENGINE - MECHANICAL
SPECIFICATIONS,
LUBRICANT
SPECIFICATIONS, AND
TIGHTENING TORQUE
SPECIFICATIONS
Overhaul see ENGINE - MECHANICAL
SPECIFICATIONS, LUBRICANT
SPECIFICATIONS, AND
TIGHTENING TORQUE
SPECIFICATIONS
Torque see ENGINE - MECHANICAL
SPECIFICATIONS, LUBRICANT
SPECIFICATIONS, AND
TIGHTENING TORQUE
SPECIFICATIONS
Fluid Specifications See FLUIDS under
MAINTENANCE/FLUIDS tab. From
within Manager or Service Writer,
click the "30/60/90 Interval" or
"Maint." button.
Flywheel/Flex Plate/Drive Plate
Torque 33 ft. lb (45 N.m) and then angle
tighten an additional 65°
Fuel System
Pressure Specification Non-turbo: Relative Pressure: 380
kPa, Absolute Pressure: 480 kPa
Turbo: Relative Pressure: 300 kPa,
Absolute Pressure: 400 kPa
Checking Fuel Pressure see FUEL SYSTEM PRESSURE,
CHECKING
Fuel Filter R & I
see FUEL FILTER
Ignition
Firing Order & Cylinder Identification see FIRING ORDER & CYLINDER
IDENTIFICATION
Spark Plug
Bosch P/N: 30751806-8
Gap .028-.032 In. (.70-.80 mm)

Torque 18 ft. lb (25 N.m)
Starter
Torque see SUMMARY OF TIGHTENING
TORQUES FOR SPECIFIC
COMPONENTS
Wheel Alignment
Adjustment Specifications see WHEEL ALIGNMENT
Wheel & Tire (Refer to Fig. 6 under WHEELS for bolt identification.
Wheel To Wheel Hub (Early Version) Stage 1: 15 Ft. Lbs. (20 Nm)
Stage 2: 81 Ft. Lbs. (110 Nm)
Wheel To Wheel Hub (Later Version) Stage 1: 15 Ft. Lbs. (20 Nm)
Stage 2: 96 Ft. Lbs. (130 Nm)
NAVIGATION SYSTEM Body and interior
NAVIGATION SYSTEM
Body and interior
INTERIOR REARVIEW MIRROR COMPASS

COMPASS CALIBRATION
SETTING THE GEOGRAPHICAL AREA
Switch on the ignition.
Press in the button for at least 3 seconds. The figure for the set range (1-15) is then displayed.
Fig. 1: Identifying Rear View Mirror Compass

Fig. 2: Identifying Europe

Europe
Press the button repeatedly until the number (1-15) for the relevant area is displayed. After approximately 4
seconds the display reverts to the compass direction.
Fig. 3: Identifying Africa

Africa
Fig. 4: Identifying Canada

Canada
Fig. 5: Identifying USA

USA
Fig. 6: Identifying South America

South America
Fig. 7: Identifying Asia

Asia
Fig. 8: Identifying Australia

Australia
CALIBRATING THE COMPASS
Fig. 9: Identifying Calibration Mode

NOTE: The compass must be calibrated when the rear view mirror is replaced or when
CAL appears in the display.
Find a large open space, free of traffic.
Start the vehicle.
Press in the button for at least 6 seconds. CAL should appear in the display.
Then drive at a maximum of 8 km/h in a circle (2-3 times) until the compass direction is displayed in the
display again.
ACCESSORIES AND BODY, CAB Doors And Lids - Specifications, Other
Doors And Lids - Specifications, Other
FLOW CHART FOR ROOF OPERATION

FLOW CHART FOR ROOF OPERATION
TABLES FOR ROOF OPENING
NOTE: For a more detailed description of Hall sensor locations, see LOCATION OF
COMPONENTS .
OPENING THE ROOF

Opening the trunk,
Releasing the rear
Side Releasing the releasing the front Extending the
catch and opening the
windows trunk catch catch and the body cover plate
front roof section
down catch
Before After Before After Before After Before After
Position
sensor 2,
Closed Closed Closed Closed Closed Closed Closed Closed
rear roof
section
Position
Activating the
sensor 17,
Closed Closed Closed Closed Closed Closed Closed rear roof
front roof
section
section
Hall sensor
Active Active Active Passive Passive Passive Passive Passive
1
Hall sensor
Passive Passive Passive Passive Passive Passive Passive Passive
3
Hall sensor
5
Hall sensor
Active Active Active Active Active Active Active Passive
6
Hall sensor
Active Passive Passive Passive Passive Passive Passive Passive
7
Hall sensor
Passive Passive Passive Active Active Active Active Active
9
Hall sensor
Active Active Active Active Active Active Active Active
10
Hall sensor
Active Active Active Active Active Passive Passive Passive
11
Hall sensor
Passive Passive Passive Passive Passive Active Active Active
12
Hall sensor
13
Hall sensor
15
Hall sensor
16
Hall sensor
18
Hall sensor
19
COMPONENTS .
OPENING THE ROOF (CONT.)

Closing the
Opening the front and Opening the entire trunk and Engaging the Side
rear roof section rear roof section engaging the trunk catch windows
rear catch up
Position
sensor 2, Intermediate Intermediate
Closed Open Open Open Open Open
rear roof 2 2
section
Position
Activating
sensor 17,
the rear Open Open Open Open Open Open Open
front roof
roof section
section
Hall
sensor 1
Hall
sensor 3
Hall
sensor 5
Hall
sensor 6
Hall
Passive Passive Passive Passive Passive Passive Passive Active
sensor 7
Hall
sensor 9
Hall
sensor 10
Hall
sensor 11
Hall
sensor 12
Hall
sensor 13
Hall
sensor 15
Hall
sensor 16
Hall
sensor 18
Hall
sensor 19
TABLES FOR ROOF CLOSING
COMPONENTS .
CLOSING THE ROOF

Opening the
Side Releasing the trunk and Closing the rear Closing the rear and
windows trunk catch releasing the rear roof section front roof sections
down catch
Position
Activating Activating
sensor 2,
Open Open Open Open Open the front the front Closed
rear roof
roof section roof section
section
Position
sensor 17, Intermediate
Open Open Open Open Open Open Open
front roof 2
section
Hall
sensor 1
Hall
sensor 3
Hall
sensor 5
Hall
sensor 6
Hall
Active Passive Passive Passive Passive Passive Passive Passive
sensor 7
Hall
sensor 9
Hall
- - - - - - - -
sensor 10
Hall
sensor 11
Hall
sensor 12
Hall
sensor 13
Hall
sensor 15
Hall
sensor 16
Hall
sensor 18
Hall
sensor 19
COMPONENTS .
CLOSING THE ROOF (CONT.)

Closing the front roof Closing the trunk
section and engaging the Retracting the and engaging the Side
Engaging the
catch of the rear roof cover plate front catch and windows
trunk catch
section body catch up
Position
sensor 2,
Closed Closed Closed Closed Closed Closed Closed Closed
rear roof
section
Position
sensor 17,
Intermediate 2 Closed Closed Closed Closed Closed Closed Closed
front roof
section
Hall
sensor 1
Hall
sensor 3
Hall
sensor 5
Hall
Passive Active Active Active Active Active Active Active
sensor 6
Hall
Passive Passive Passive Passive Passive Passive Passive Active
sensor 7
Hall
sensor 9
Hall
- - - - - - - -
sensor 10
Hall
sensor 11
Hall
sensor 12
Hall
sensor 13
Hall
sensor 15
Hall
sensor 16
Hall
sensor 18
Hall
sensor 19
TABLE FOR LOAD AID SYSTEM
COMPONENTS .
ACTIVATING THE LOAD AID SYSTEM

Releasing the rear catch Extending the load aid
Before After Before After
Position sensor 2, rear roof section Open Open Open Load aid
Position sensor 17, front roof section Open Open Open Open
Hall sensor 1 Passive Passive Passive Passive
Hall sensor 3 Active Active Active Active
Hall sensor 15 Active Passive Passive Passive
Hall sensor 16 Passive - - -
Hall sensor 18 Passive Active Active Active
Hall sensor 19 Active Passive Passive Passive
COMPONENTS .
ACTIVATING THE LOAD AID SYSTEM

Retracting the load aid Engaging the rear catch
Before After Before After
Position sensor 2, rear roof section Load aid Open Open Open
Position sensor 17, front roof section Open Open Open Open
Hall sensor 15 Passive Passive Passive Active
Hall sensor 16 - - - Passive
Hall sensor 18 Active Active Active Passive
Hall sensor 19 Passive Passive Passive Active
VEHICLE COMMUNICATION INFORMATION, CONVERTIBLE ROOF

MODULE (CRM)
DESCRIPTION OF PARAMETERS
PARAMETERS, STATUS
Hydraulic pump temperature
The value indicates the hydraulic pump temperature for the predefined areas.
Low = Up to 90 °C
Medium = 91 - 120 °C
High = 121 °C and above
Hydraulic pump
The value shows the status of the hydraulic pump (stopped/right direction active/left direction active/fault).
Valve (1-4)
The value shows the status of the hydraulic valves (open/closed).
Catch motor
The value shows the status of the catches that lock and unlock the trunk when operating the roof (stop/position
1/position 2).
Power supply
The value shows the power supply to the control module.
Open roof button
The value shows whether the control module perceives the open roof button as active or inactive.
Close roof button
The value shows whether the control module perceives the close roof button as active or inactive.
Load air button
The value shows whether the control module perceives the load aid button as active or inactive.
Power windows
The value shows the status the control module has registered for the power windows (normal operation/short
drop/close all windows).
Message in DIM
Messages shown in the Driver Information Module (DIM).
Position
The value shows the control module mode during roof operation (roof closed/preparing for roof opening/roof
opening/roof open/preparing for roof closing/roof closed).
Headlight washer
The value shows the status for the main headlight (normal operation/blocked).
Speed limitation
The value shows speed limitation during roof operation.
Outside temperature
The value indicates the outside temperature.
The Convertible Roof Module (CRM) obtains the value via the control area network (CAN) from the central
electronic module (CEM).
Measurement range: -128 to +127.75 °C.
Stop lamp switch
The value shows the status of the brake light switch.
The Convertible Roof Module (CRM) obtains the value via CAN from the Engine control module (ECM).
Active (pressed in) = Stop (brake) lamp switch activated.
Not activated = Stop (brake) lamp switch not activated.
Vehicle reference speed
The value indicates the vehicle speed in km/h.
Calculated value from all the wheel sensor values.
Measurement range: 0.60-300 km/h
Door contact, tailgate/rear door
Displays the cargo compartment status.
Possible positions: Open/Closed
Unlocking tailgate
Indicates if the relay for unlocking the cargo compartment is active or not.
Switch cargo compartment/tailgate
Indicates the status of the cargo compartment's handle.
Possible status: depressed/nor depressed
Power position
Display's the vehicle's power position.
Following positions are possible:
 Key removed
 Key recently removed
 Key approved
 Ignition off after Accessory position
 Accessory position
 Accessory position after Ignition on
 Ignition on
 Running
 Key, position III - before start
 Start attempt
Position sensor, front roof section
The value shows the position of the front roof section.
Position sensor, rear roof section
The value shows the position of the rear roof section.
Hall sensor
The value shows the status of the respective Hall sensor (active/passive).
Number of roof operations in the event of roof malfunction
Indicates the number of times that "operations in the event of roof malfunction" has been activated.
Number of roof operations
Indicates the number of roof operations. The value increases each time the roof is closed.
DESCRIPTION OF READING OFF EXTENDED DIAGNOSTIC TROUBLE CODE (DTC)

INFORMATION
CONTENTS
Select type of description.
 see STATUS IDENTIFIER, DESCRIPTION

 see COUNTERS, DESCRIPTION
 see DESCRIPTION OF FROZEN VALUES, CONVERTIBLE ROOF MODULE (CRM)
DESCRIPTION OF FROZEN VALUES, CONVERTIBLE ROOF MODULE (CRM)
EXPLANATION
Frozen values are parameter values that are stored when a diagnostic trouble code (DTC) is stored.
Not all parameters can be read off for all diagnostic trouble codes (DTCs). They can only be read off where
they can provide more information about the prevailing circumstances when the diagnostic trouble code (DTC)
was stored.
BATTERY VOLTAGE, VALUE
Measurement range: 5 - 30 V.
Normal value when the generator (GEN) is charging: 13.0 - 14.5 V.
DISTANCE, VALUE
Measurement range: 0 - 1048575 km.
The value indicates the total mileage of the car at the time the diagnostic trouble code (DTC) was stored.
PASSENGER COMPARTMENT TEMPERATURE, VALUE
Measurement range: -60 - 192 °C.
The value indicates the passenger compartment temperature of the car at the time the diagnostic trouble code
(DTC) was stored.
OUTSIDE TEMPERATURE, VALUE
The value indicates the outside temperature at the time the diagnostic trouble code (DTC) was stored.
ENGINE RUNNING, STATUS
The status displays whether the engine was running when the diagnostic trouble code (DTC) was stored.
No = the engine was not running
Yes = the engine was running
TIME, VALUE
The value displays the time that has passed since the diagnostic trouble code (DTC) was stored.
NUMBER OF ROOF OPERATIONS
Indicates how many times the roof was opened and closed.
VEHICLE COMMUNICATION INFORMATION, DRIVER'S DOOR MODULE

(DDM)
DESCRIPTION OF ACTIVATIONS
NOTE: The diagnostic trouble code (DTC) is stored if buttons are activated for more
than 60 seconds.
Fig. 1: Identifying Driver's Door Module (DDM)

1. Button for operating driver's door window.

2. Button for operating passenger door window.
3. Button for operating rear door window on driver's side.
4. Button for operating rear door window on passenger side.
5. Button for locking and unlocking central locking system.
Front driver's side, window button up, activated
Activation of window button 1, up direction
Front driver's side, window button down, activated
Activation of window button 1, down direction
Front passenger side, window button up, activated
Front passenger side, window button down, activated
Rear driver's side, window button up, activated
Rear driver's side, window button down, activated
Rear passenger side, window button up, activated
Rear passenger side, window button down, activated
Central locking switch, lock activated
Activation of central locking button, locking.
Central locking switch, unlock activated
Activation of central locking switch, unlocking.
Window motor up, activated
Activation of driver's door window motor, up direction.
Window motor down, activated

Activation of driver's door window motor, down direction.
Fig. 2: Identifying Driver's Door Module Description Of Parameters

1. Button for operating driver's door window.

3. Button for operating rear door window on driver's side.
4. Button for operating rear door window on passenger side.
Parameters, status
Front driver's side, window button up
Readout of whether the control module perceives window button 1 as active or inactive in the up direction.
Front driver's side, window button down

Readout of whether the control module perceives window button 1 as active or inactive in the down direction.
Front passenger side, window button up
Front passenger side, window button down
Rear driver's side, window button up
Rear driver's side, window button down
Rear passenger side, window button up
Rear passenger side, window button down
Central locking switch, lock
Readout of whether the control module perceives the driver's door central locking button as active or inactive
for locking.
Central locking switch, unlock
Readout of whether the control module perceives the driver's door central locking button as active or inactive
for unlocking.
Window motor, up
Readout of whether the control module perceives the driver's door window motor as active or inactive in the up
direction.
Window motor, down
Readout of whether the control module perceives the driver's door window motor as active or inactive in the
down direction.
Readout of whether the control module perceives driver's door lock motor M1 as active or inactive. Lock motor
M1 is active when locking the central locking system.
Lock motor M2
M2 is active when unlocking the central locking system and/or deadlocks.
Lock motor M3
M3 is active when locking deadlocks.
Mirror motor MUD (Mirror Up and Down)
Readout of whether the control module perceives driver's door mirror motor MUD (Mirror Up and Down) as
active or inactive.
Mirror motor MLR (Mirror Left and Right)
Readout of whether the control module perceives driver's door mirror motor MLR (Mirror Left and Right) as
active or inactive.
Mirror Motor MC (Mirror Common)
Readout of whether the control module perceives driver's door mirror motor MC (Mirror Common) as active or
inactive.
Mirror motor MF (Mirror Fold)
Readout of whether the control module perceives driver's door mirror motor MF (Mirror Fold) as active or
inactive.
Mirror heating
Readout of whether the control module perceives driver's door mirror heating as active or inactive.
Mirror light
Readout of whether the control module perceives driver's door mirror light as active or inactive. The key must
not be in the ignition switch when reading the status.
Direction indicator
Readout of whether the control module perceives driver's door direction indicator as active or inactive.
Window initiation
Readout of whether the driver's door window is initiated.
Parameters, value
Power supply
Readout of power supply to the control module.
Driver's door mirror position, X axis
Readout of driver's door mirror position along the X axis.
Driver's door mirror position, Y axis
Readout of driver's door mirror position along the Y axis.
DESCRIPTION OF READING DETAILED DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION
see DESCRIPTION OF FROZEN VALUES
see STATUS IDENTIFIER, DESCRIPTION
see COUNTERS, DESCRIPTION
DESCRIPTION OF FROZEN VALUES
EXPLANATION
Not all the parameters described need to be implemented in the control module. This varies from system to
system.
DISTANCE, VALUE

Measurement range: -128 - 127.75 °C.
TIME, VALUE
VEHICLE COMMUNICATION INFORMATION, PASSENGER DOOR MODULE

(PDM)
NOTE: The diagnostic trouble code (DTC) is stored if buttons are activated for more
than 60 seconds.
Fig. 3: View Of Passenger Door Module (PDM)


Window button up, activated
Activation of passenger door window button, up direction
Window button down, activated
Activation of passenger door window button, down direction
Central locking switch, passenger door, lock activated
Activation of passenger door central locking button, locking.
Central locking switch, passenger door, unlock activated
Activation of passenger door central locking button, unlocking.

Window motor up, activated
Activation of passenger door window motor, up direction.
Window motor down, activated
Activation of passenger door window motor, down direction.
Fig. 4: Passenger Door Module Description Of Parameters


Parameters, status
Window button up
Readout of whether the control module perceives the window button as active or inactive in the up direction.
Window button down
Readout of whether the control module perceives the window button as active or inactive in the down direction.
Central locking switch, lock
Readout of whether the control module perceives the passenger door central locking button as active or inactive
for locking.
Central locking switch, unlock
Readout of whether the control module perceives the passenger door central locking button as active or inactive
for unlocking.
Window motor, up
Readout of whether the control module perceives the passenger door window motor as active or inactive in the
up direction.
Window motor, down
Readout of whether the control module perceives the passenger door window motor as active or inactive in the
down direction.
Lock motor M1
Readout of whether the control module perceives passenger door lock motor M1 as active or inactive.
Lock motor M2
Lock motor M3
Mirror motor MUD (Mirror Up and Down)
Readout of whether the control module perceives passenger door mirror motor MUD (Mirror Up and Down) as
active or inactive.
Mirror motor MLR (Mirror Left and Right)
Readout of whether the control module perceives passenger door mirror motor MLR (Mirror Left and Right) as
active or inactive.
Mirror Motor MC (Mirror Common)

Readout of whether the control module perceives passenger door mirror motor MC (Mirror Common) as active
or inactive.
Mirror motor MF (Mirror Fold)
Readout of whether the control module perceives passenger door mirror motor MF (Mirror Fold) as active or
inactive.
Mirror heating
Readout of whether the control module perceives passenger door mirror heating as active or inactive.
Mirror light
Readout of whether the control module perceives passenger door mirror light as active or inactive.
Direction indicator
Readout of whether the control module perceives passenger door direction indicator as active or inactive.
Window initiation
Readout of whether the passenger door window is initiated.
Parameters, value
Power supply
Readout of power supply to the control module.
Passenger door mirror position, X axis
Readout of passenger door mirror position along the X axis.
Passenger door mirror position, Y axis
Readout of passenger door mirror position along the Y axis.
DESCRIPTION OF READING DETAILED DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION
see DESCRIPTION OF FROZEN VALUES
see STATUS IDENTIFIER, DESCRIPTION
see COUNTERS, DESCRIPTION

EXPLANATION
Not all the parameters described need to be implemented in the control module. This varies from system to
system.
DISTANCE, VALUE
Measurement range: -128 - 127.75 °C.
TIME, VALUE
ENGINE Cooling System - Removal, Replacement And Installation
ENGINE
Cooling System - Removal, Replacement And Installation
RADIATOR AND CONNECTIONS

RADIATOR (B5254T7)
REMOVAL
REMOVING THE ENGINE COOLING FAN (FC)
Remove the electric cooling fan. See ENGINE COOLING FAN (FC)
INSTALLING THE BRACKET FOR THE RADIATOR
Fig. 1: Re-installing Radiator Bracket with Fan Removed

Install:
 the bracket
 the 4x screws, lightly.
Remove the charge air cooler (CAC), See CHARGE AIR COOLER.
REMOVING THE ENGINE COMPARTMENT PANEL
Fig. 2: Identifying Panel And Screws

Remove:
 screws
 the engine compartment panel.
REMOVING THE UPPER RADIATOR MOUNTING

Fig. 3: Locating Mounting Screws

Remove the following on both sides:
 the screw
 the radiator mounting.
SUSPENDING THE CONDENSER

Fig. 4: Supporting Condenser Assembly

Slightly raise the condenser and suspend from a suitable place, so that the condenser is not put under any strain.
REMOVING THE RADIATOR


Remove:
 the screws for the upper radiator mounting, 2 on both sides.

 the bracket under the air conditioning aggregate
 the radiator downwards.
INSTALLATION
INSTALLING THE RADIATOR


Install:
 Radiator
 the bracket
 the 4x screws, lightly.

 the screws for the upper radiator mounting, 2 on both sides.

 the engine compartment panel

 the screws, M6.
Install the charge air cooler (CAC). See CHARGE AIR COOLER
INSTALLING ENGINE COOLANT FAN (FC)
Fig. 9: Identifying Mobile Jack

Install a mobile jack under the radiator.

Fig. 10: Identifying Radiator Bracket

Remove the bracket.
Install the electric cooling fan. See ENGINE COOLING FAN (FC)
CHARGE AIR COOLER
NOTE: The graphics in this service information are used for different model years
the graphics is always correct.
PREPARATORY WORK
The bumper cover. See COVER BUMPER FRONT
REMOVAL
REMOVING THE UPPER SCREWS FOR THE LOWER AIR BAFFLE

Fig. 11: Locating Screws

Remove the screws on both sides.
REMOVING THE CHARGE AIR COOLER (CAC)

Fig. 12: Identifying Fasteners

Remove:
 the hoses (1)

 the 2 screws (2).
Lift the charge air cooler (CAC). Remove the charge air cooler (CAC).
INSTALLATION
NOTE: For tightening torques, see TIGHTENING TORQUE .
INSTALLING THE CHARGE AIR COOLER (CAC)
Thread on the right-hand charge air pipe and hook the charge air cooler (CAC) into the upper mountings.
Install:
 the 2 M6 screws
 the hoses.
INSTALLING THE UPPER SCREWS FOR THE LOWER AIR BAFFLE

Install the M5 screws on both sides.
FINISHING
The bumper shell. See COVER BUMPER FRONT .
RADIATOR (B5244S4)
REMOVAL
Remove the cooling fan. See ENGINE COOLING FAN (FC)


 bracket
 screws, lightly, 4 pcs.

 screw
 engine compartment panel.

 screw
 radiator mounting.
Fig. 17: Supporting Condenser Assembly

Slightly raise the condenser and suspend from a suitable place, so that the condenser is not put under any strain.

 the screws for the upper radiator mounting, 2 pcs on both sides
 bracket under air conditioning aggregate
 radiator downwards.
INSTALLATION
NOTE: Tighten. See TIGHTENING TORQUE


 the radiator
 Bracket
 screws, 4 pcs, lightly.

Install the screws for the upper radiator mounting, 2 pcs on both sides.


 engine compartment panel.

 screws, M6.



Remove the bracket.
Install the engine cooling fan. See ENGINE COOLING FAN (FC) (B5254T7, AW55-50/51SN; 2011-12) or
ENGINE COOLING FAN (FC) (B5254T3; 2006-07)
COOLANT PUMP AND THERMOSTAT)

COOLANT PUMP (B5254T3/T7)
REMOVAL
Perform cooling system draining, charging and bleeding, see COOLING SYSTEM - DRAINING,
CHARGING AND BLEEDING
Remove timing belt. See TIMING BELT (B5244S4; 2007) or TIMING BELT (B5244S4; 2006)
Fig. 24: Identifying Water Pump and Bolts

Torque: M7
17 Nm
INSTALLATION
THERMOSTAT (B5254T3/T7)
REMOVAL
Drain cooling system, draining, filling, and bleeding. See COOLING SYSTEM - DRAINING, CHARGING
AND BLEEDING
Remove the air filter housing. See AIR CLEANER HOUSING

Fig. 25: Identifying Water Outlet

Torque: M6
10 Nm
Fig. 26: Identifying Thermostat

INSTALLATION
THERMOSTAT (S4/T3/T7)
REMOVAL
AND BLEEDING
Fig. 27: Identifying Water Outlet

Torque: M6
10 Nm
Fig. 28: Identifying Thermostat

INSTALLATION
FAN, FAN SHROUD AND CLUTCH (B5254T3/T7; 2006-09)

ENGINE COOLING FAN (FC)
REMOVAL
REMOVING THE BUMPER
Remove the bumper cover. See COVER BUMPER FRONT
Drain coolant. See COOLING SYSTEM - DRAINING, CHARGING AND BLEEDING
REMOVING COMPONENTS
Fig. 29: Identifying Cover

Remove:
 the cover for the brake control module (BCM)

Fig. 30: Identifying Expansion Tank Cap

 the expansion tank cap
Fig. 31: Identifying Connector And Clips

 the connector for the engine cooling fan (FC)

 the hoses from the clips, x2.
Only applies to vehicles with automatic transmissions
Remove the screws for the transmission's oil cooler. Place the oil cooler to one side.
Fig. 32: Identifying Premair Sensor

Only applies to vehicles with premair sensors
Remove the connector for the premair sensor.
Fig. 33: Identifying Splash Panel

Remove:
 the 7x screws
 the splash guard under the engine.

REMOVING THE ENGINE COOLING FAN

Remove:
 the 4 screws
 the bracket for the air conditioning aggregate.
Fig. 36: Locating Coolant Hoses

Remove the 2x coolant hoses.
Fig. 37: Identifying Clips and Catches

NOTE: When removing the engine cooling fan (FC), ensure that no cables are
damaged.
Press in both clips on the upper section and lift the engine cooling fan (FC) from the catches.
Remove the fan downwards.
INSTALLATION
INSTALLING THE ENGINE COOLING FAN

Install:
 the engine cooling fan (FC) from underneath. Hook the engine cooling fan (FC) into the upper and lower
mountings.
 the 2x coolant hoses, close the drain screw.
 the bracket for the air conditioning aggregate
 the 4x M8 screws. Remove the air conditioning aggregate.
 the splash guard under the engine using the 7x screws

Install the connector to the premair sensor
Install:
 the oil cooler to the transmission

 the bolt.
Applies to all versions
Install:
 the connector to the engine cooling fan (FC)

 the 2 x hoses in the clips
 the cover for the brake control module (BCM).
Top up the coolant. See COOLING SYSTEM - DRAINING, CHARGING AND BLEEDING
Run the engine until the thermostat opens. Top up if necessary.
Install the bumper cover. See COVER BUMPER FRONT
FAN, FAN SHROUD AND CLUTCH (B5254T7, AW55-50/51SN; 2011-12)

REMOVAL
REMOVING THE BUMPER
Remove the bumper cover. See COVER BUMPER FRONT
Drain coolant. See COOLING SYSTEM - DRAINING, CHARGING AND BLEEDING
REMOVING COMPONENTS

Remove:
 the cover for the brake control module (BCM)

Fig. 40: Identifying Expansion Tank Cap

 the expansion tank cap
Fig. 41: Identifying Connector And Clips

 the connector for the engine cooling fan (FC)

 the hoses from the clips, x2.
Remove the screws for the transmission's oil cooler. Place the oil cooler to one side.

Remove the connector for the premair sensor.
Fig. 43: Identifying Splash Panel

Remove:
 the 7x screws
 the splash guard under the engine.

REMOVING THE ENGINE COOLING FAN


Remove:
 the 4 screws
 the bracket for the air conditioning aggregate.
Fig. 46: Locating Coolant Hoses

Remove the 2x coolant hoses.

Fig. 47: Identifying Clips and Catches

NOTE: When removing the engine cooling fan (FC), ensure that no cables are
damaged.
Press in both clips on the upper section and lift the engine cooling fan (FC) from the catches.
INSTALLATION
INSTALLING THE ENGINE COOLING FAN
Install:
 the engine cooling fan (FC) from underneath. Hook the engine cooling fan (FC) into the upper and lower
mountings.
 the 2x coolant hoses, close the drain screw.
 the bracket for the air conditioning aggregate
 the 4x M8 screws. Remove the air conditioning aggregate.

 the splash guard under the engine using the 7x screws

Install the connector to the premair sensor
Install:
 the oil cooler to the transmission

 the bolt.
Applies to all versions
Install:
 the connector to the engine cooling fan (FC)

 the 2x hoses in the clips

 the cover for the brake control module (BCM).
Top up the coolant. See COOLING SYSTEM - DRAINING, CHARGING AND BLEEDING
Run the engine until the thermostat opens. Top up if necessary.
Install the bumper cover. See COVER BUMPER FRONT
CHARGE AIR COOLER WITH CONNECTION (B5254T3/T7; 2006-11)

CHARGE AIR COOLER
PREPARATORY WORK
Remove the bumper cover. See COVER BUMPER FRONT (2006-09) or COVER BUMPER FRONT
(2010-11) .
REMOVAL

Fig. 49: Identifying Screw Locations

Remove:
 the switch
 the hoses
 the 2 screws.
Fold the air baffle up.
Remove the charge air cooler (CAC).
INSTALLATION
Fold the air baffle up.
Install:
 the charge air cooler (CAC)

 the 2 M6 screws
 the hoses.
FINISHING
Install the bumper cover. See COVER BUMPER FRONT (2006-09) or COVER BUMPER FRONT (2010-
11) .
CHARGE AIR COOLER WITH CONNECTION (B5254T7; 2011-12)

CHARGE AIR COOLER
PREPARATORY WORK
The bumper cover. See COVER BUMPER FRONT
REMOVAL
REMOVING THE UPPER SCREWS FOR THE LOWER AIR BAFFLE


Fig. 51: Identifying Fasteners

Remove:
 the hoses (1)

 the 2 screws (2).
Lift the charge air cooler (CAC). Remove the charge air cooler (CAC).
INSTALLATION
Thread on the right-hand charge air pipe and hook the charge air cooler (CAC) into the upper mountings.
Install:
 the 2 M6 screws
 the hoses.
INSTALLING THE UPPER SCREWS FOR THE LOWER AIR BAFFLE

Install the M5 screws on both sides.
FINISHING
The bumper shell. See COVER BUMPER FRONT .

ENGINE Engine Control - Installation Instructions, Accessories
ENGINE
Engine Control - Installation Instructions, Accessories
CRUISE CONTROL
CARS EQUIPPED WITH SRS/SIPS (AIRBAG)
WARNING: Extra care must be taken when working on cars equipped with SRS/SIPS
air bags. This is important to prevent:
1. Personal injury
2. Damage to or malfunction of the SRS/SIPS system.
Work on the SRS/SIPS systems or related components must always be

carried out by an authorized Volvo workshop.
Is the car equipped with SRS (supplemental restraint system)?
Cars equipped with a driver's airbag have the letters "SRS" imprinted on the centre panel of the steering wheel.
Cars equipped with driver's and passenger airbags are marked with "SRS" on both the steering wheel centre
panel and also on the dashboard close to the airbag.
If the car is equipped with SIPS (side impact protection system) a "SIPS" decal is marked on both the front
seats.
Cars equipped with inflatable curtains have the marking "SRS" on one of the panels along the posts on the
inside of the car.
Cars equipped with SRS (supplemental restraint system) also have an "SRS" decal on the front windscreen.
WARNING: The air bag inflation areas must not be obstructed. Never place any
objects, such as upholstery or accessories, within these areas. The
panels must be able to open in the correct manner at the right time,
otherwise there is an increased risk of personal injury in the event of a
collision.
Do not damage the SRS wiring
Do not trap, chafe, pierce or damage the SRS wiring. SRS wiring has orange casing and/or is plaited.
Steering and front suspension
The contact reel in the SRS system can easily be damaged when working on the steering wheel, steering shaft or
steering gear. Refer to the SRS (supplemental restraint system) Service Information or service instructions in
SRS warning lamp
If the SRS warning lamp lights after repairs have been carried out, take the car to an authorised Volvo
workshop.
CRUISE CONTROL
REMOVAL

 Turn the ignition key to position 0. Leave the key in the ignition switch.
NOTE: Wait at least five minutes before disassembling the connectors or removing
Fig. 2: Access to Holes on Reverse

 Turn the steering wheel a quarter turn so that the holes on the reverse of the steering wheel are accessible.
Fig. 3: Identifying Screwdriver Inserted In Back Of Steering Wheel & Locating End Of Locking Spring
 Insert a screwdriver in the hole (2) on the reverse of the steering wheel, at right angles to the rear surface
of the steering wheel. Insert the screwdriver as far as possible to determine the position of the end of the
spring clip (1).
 Position the end of the screwdriver on the top of the spring clip as shown.
 Pry the screwdriver upwards towards the upper edge of the hole (2) so that the end of the screwdriver
presses the spring clip down (1) until one side of the steering wheel module springs out and releases from
the mounting.
 Turn the steering wheel a half turn in the opposite direction. Carry out the same operation on the other
side.
 Turn the steering wheel to the neutral position. Remove the ignition key from the ignition switch.
Fig. 4: Identifying Airbag Cable Connectors

 Fold the steering wheel module out.

 Remove the two connectors (1) for the ignition cables for the airbag. First press in the catches on the
sides. Then pull the connectors straight out.
NOTE: The connectors are tightly secured. However, tools must not be used
when removing.
NOTE: Position the steering wheel module with the front upwards in a secure position
while carrying out the work.
Fig. 5: Prying Cover

 Remove the left keypad from the steering wheel by carefully prying it off using a plastic weatherstrip
tool. Twist the weatherstrip tool to pry out the keypad. It is firmly held in place by three lugs in the
steering wheel, so some force is required to remove it.
INSTALLATION
Fig. 6: Remove Connector From Keypad Dummy

Applies to vehicles with pre-drawn wiring harness
 Remove the connector of the keypad dummy. Put the dummy aside. It will no longer be used.
 Take the new keypad from the kit. Plug in the connector and press the keypad into the steering wheel.
Fig. 7: Prying Cover

Applies to vehicles without pre-drawn wiring harness
 Remove the right-hand keypad the same way as the left. This will no longer be used.
Fig. 8: Removing Horn

 Unplug the green connectors (1) from one another and disconnect the fixed connector from the horn.
 Remove the cable terminal (2) from the horn.
 Remove the ground cable (3) from the steering wheel.
 Remove the detached wiring and put it aside. It will no longer be used.
 Remove the three screws (4) and lift the horn out.
Fig. 9: Identifying Ground Cable

 Take the wiring harness from the kit and position it in the steering wheel with the grey (GR) cable to the
right and the white (W) cable to the left as shown.
 Press the cables into the grooves in the bottom of the steering wheel.
 Secure the ground cable (1) in the steering wheel.
Fig. 10: Identifying Screws, Connectors, And Terminals

 Check that the three springs underneath the horn are in position.
 Reinstall the horn in the steering wheel.
 Install the three screws (1) in the horn. Tighten the screws crosswise. Tighten to 8±2 Nm (6±1.5 lbf. ft.) .
NOTE: The screws are self-tapping, which may make them difficult to screw in.
 Check the function of the horn by press the horn around its entire circumference. A metallic noise should
be heard when the three contact points come into contact.
 Connect the green (GR) connectors (2) to one another and fit them in the horn.
 Refit the cable terminal (3) to the horn.
 Plug in the connectors to the keypad on the left-hand side and the dummy on the right-hand side.
 Press the keypad and dummy into the steering wheel.
Fig. 11: Identifying Springs

Applies to all models
 Check that the two springs (1) are in position.

 Make sure that the ignition cables are positioned in the rubber clamp.
 Press the two connectors for the ignition cables for the airbag into the steering wheel module.
 Insert the two lugs on the reverse of the steering wheel module in the two springs. Ensure that the ignition
cables are unrestricted.
 Press the steering wheel module into the mountings. (Two clicks should be heard).

 Insert the key in the ignition and turn to position "II".

 Reconnect the battery negative lead.
 Programme the software in accordance with the service information in VIDA (Volvo scan tool).
SUPPLEMENTAL RESTRAINT SYSTEM MODULE, SRS
C70 (06-)
The supplemental restraint system module (SRS) is located on the tunnel under the centre console, in front of
the parking brake.
ENGINE PERFORMANCE Ignition And Control Systems - Symptom Verification
ENGINE PERFORMANCE
Ignition And Control Systems - Symptom Verification
CRUISE CONTROL
The following conditions must be met before the engine control module (ECM) will allow cruise control to be
permitted.
 Speed above 30 km/h. Max 200 km/h.

 No warning lamps must light.
 Cruise control switch on.
 The clutch and brake pedal must not be depressed.
Verification
To verify that the symptom is in the vehicle, test drive the vehicle and check that cruise control works properly.
When test driving, check:
 "Cruise on" lights up in the Driver information module (DIM).

 Cruise control can be activated.
 Disengagement occurs correctly. Disengagement must occur if, the brake or clutch pedal is depressed and
if "cruise" or the 0 button on the steering wheel are pressed.
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Symptom Related Diagnostic Procedures
Other Electrical Equipment - Symptom Related Diagnostic Procedures
CHECKING INSTALLATION, BRAKE LIGHT SWITCH, AND BRAKE PEDAL

POSITION SWITCH (2006-2012)
CHECKING INSTALLATION, BRAKE LIGHT SWITCH, AND BRAKE PEDAL POSITION
SWITCH
CHECKING INSTALLATION, BRAKE LIGHT SWITCH, AND BRAKE PEDAL POSITION SWITCH
This symptom troubleshooting only applies to vehicles that show any or some of the following symptoms:
 Tail light/Brake light does not work

 Cruise control/Does not engage
The problem may be due to the brake light switch or the brake pedal position switch being installed incorrectly.
Often the contact is not damaged, instead it is only installed incorrectly.
Disconnect the contact and check by installing it again.
Other information:
 see STOPLAMP SWITCH
CHECKING THE ALARM CAUSE (2008-2012)

CHECKING THE ALARM CAUSE
SYMPTOM TEST
Fig. 1: Checking Traffic Load On CAN Cables

 Ignition switch position II.

 Read off the cause of the alarm using the VCT2000 (or appropriate scan tool).
If the cause for any false alarm has been "communication lost", it depends on a software problem in Central
 Solve by loading new software to the Central Electronic Module (CEM).


CHECKING THE ALCOHOL ANALYZING START INHIBITOR, LAMPS

ILLUMINATE INCORRECTLY/NOT AT ALL. (2009-2012)
CHECKING THE ALCOHOL ANALYZING START INHIBITOR, LAMPS ILLUMINATE
INCORRECTLY/NOT AT ALL.
This fault tracing only applies to vehicles with the symptom: lights on the Alcohol Analyzing Start Inhibitor
handheld unit illuminate incorrectly or not at all.
NOTE: Before starting this symptom fault tracing, check that no relevant diagnostic
trouble codes are stored that regard the starting system of the vehicle.
Fig. 3: Identifying Alcohol Analyzing Start Inhibitor

Select one of the following options that best describes how the Alcohol Analyzing Start Inhibitor behaves:
1. The right-hand lamp illuminates red during a breath test in the Alcohol Analyzing Start Inhibitor
handheld unit. In addition, a message stating invalid test appears in the Driver information module.
Refer to FAULT-TRACING INFORMATION
2. The Alcohol Analyzing Start Inhibitor flashes red and green repeatedly when the handheld unit is started.
In addition, the Alcohol Analyzing Start Inhibitor emits an audible signal randomly a few times.
3. The Alcohol Analyzing Start Inhibitor does not start when the switch is pressed.
4. The Alcohol Analyzing Start Inhibitor only starts when the power cable is connected to the handheld unit.
If the Alcohol Analyzing Start Inhibitor flashes red and/or green repeatedly and emits an audible signal
randomly several times, the causes may be as follows:
 The Alcohol Analyzing Start Inhibitor has passed its calibration date and must be calibrated in order to
work.
 Internal fault in the Alcohol Analyzing Start Inhibitor.
Check if the Alcohol Analyzing Start Inhibitor needs calibrating.
Calibrate the Alcohol Analyzing Start Inhibitor, if required.
If the fault persists or calibration has already been carried out, replace the Alcohol Analyzing Start Inhibitor.
When replacing the Alcohol Analyzing Start Inhibitor, carry out the following:
1. Go to the SOFTWARE tab in VIDA (Volvo scan tool) and delete the existing software from the Alcohol
Analyzing Start Inhibitor.
2. Download new software for the Alcohol Analyzing Start Inhibitor and follow the procedure for matching the
Alcohol Analyzing Start Inhibitor.
3. Activate the Alcohol Analyzing Start Inhibitor and also calibrate it, if necessary.
Other information:
 For activating/calibrating the Alcohol Analyzing Start Inhibitor, use the programmer:
Has the fault been remedied?
 YES
OKAY: Troubleshooting has been completed.
 NO
If the Alcohol Analyzing Start Inhibitor does not start when the switch on the handheld unit is pressed, this may
be because the batteries have been discharged.
Charge the Alcohol Analyzing Start Inhibitor batteries by connecting the power cable from the glove
compartment or placing it in the cradle.
 YES
 NO
If the Alcohol Analyzing Start Inhibitor only starts when the power cable is connected to the handheld unit, this
may be because the batteries are defective.
Replace the Alcohol Analyzing Start Inhibitor.
Other information:
 YES
 NO
For various reasons, the Alcohol Analyzing Start Inhibitor cannot accept a breath test. This may be due to the
following:
 The Alcohol Analyzing Start Inhibitor is affected by cellular phone or a radio transmitter for example.
 Moisture in the Alcohol Analyzing Start Inhibitor handheld. This can occur if you have taken several
breath tests within a short period of time.
Perform in accordance with:
Avoid storing or using cellular phones or other radio transmitters near the Alcohol Analyzing Start Inhibitor.
Place the Alcohol Analyzing Start Inhibitor handheld in the cradle and allow it to dry for at least 2 minutes.
Then check that a breath test works.
If the error message in the Driver information module remains, replace the Alcohol Analyzing Start Inhibitor.
Other information:
 YES
 NO
CHECKING THE ALCOHOL ANALYZING START INHIBITOR, MESSAGE IN

THE DRIVER INFORMATION MODULE (DIM) (2009-2012)
CHECKING THE ALCOHOL ANALYZING START INHIBITOR, MESSAGE IN THE DRIVER
INFORMATION MODULE (DIM)
This fault tracing only applies to vehicles with the symptom message regarding Alcohol Analyzing Start
Inhibitor in the Driver information module (DIM).
NOTE: Before starting this symptom fault tracing, check that no relevant diagnostic
trouble codes are stored that regard the starting system of the vehicle.
Select one of the following messages in the Driver information module (DIM), which best suits the
symptoms described by the customer:
1. Alcohol Analyzing Start Inhibitor Calibration required.
2. Alcohol Analyzing Start Inhibitor Service required.
3. Alcohol Analyzing Start Inhibitor No Signal.
4. Alcohol Analyzing Start Inhibitor Invalid test (only for breath tests in the Alcohol Analyzing Start
Inhibitor handheld)


The Alcohol Analyzing Start Inhibitor must be calibrated every year and as a reminder, a message appears in
the Driver information module 30 days before the last calibration date. The Alcohol Analyzing Start Inhibitor
must be calibrated to continue to work.
Calibrate the Alcohol Analyzing Start Inhibitor.
Other information:
 YES
 NO
The Alcohol Analyzing Start Inhibitor has reported an internal error.
1. Switch off the Alcohol Analyzing Start Inhibitor (keep the switch on the Alcohol Analyzing Start Inhibitor
held in until the lamps go out) and switch it on again.
2. Connect the power supply cable if conditions are cold (approx. -20 °C).
3. Wait until the blow indication lamp is green and then take a breath test as normal.
Other information:
 YES
 NO
The vehicle has no signal from the Alcohol Analyzing Start Inhibitor for various reasons. This may be due to
the following:
 The Alcohol Analyzing Start Inhibitor is off.

 The temperature is lower than -20 °C, which can restrict the range of the Alcohol Analyzing Start
Inhibitor handheld.
 Radio communication from the Alcohol Analyzing Start Inhibitor handheld to the Remote Receiver
Module (RRX) is interrupted or blocked.
Check that the Alcohol Analyzing Start Inhibitor is on. Otherwise, press the switch on the Alcohol Analyzing
Start Inhibitor handheld until the lamps on the device illuminate. Connect the power supply cable, which is
located in the glove compartment, to the Alcohol Analyzing Start Inhibitor.
Press the send button on the Alcohol Analyzing Start Inhibitor. If nothing happens, try moving the Alcohol
Analyzing Start Inhibitor and pressing the send button.
NOTE: Once you have taken an approved breath test, you have 30 seconds to send the
results to the vehicle.
Activate the Alcohol Analyzing Start Inhibitor and also calibrate it, if necessary.
Other information:
 YES
 NO
For various reasons, the Alcohol Analyzing Start Inhibitor cannot accept a breath test. This may be due to the
following:
 The Alcohol Analyzing Start Inhibitor is affected by cellular phone or a radio transmitter for example.
 Moisture in the Alcohol Analyzing Start Inhibitor handheld. This can occur if you have taken several
breath tests within a short period of time.
Avoid storing or using cellular phones or other radio transmitters near the Alcohol Analyzing Start Inhibitor.
Place the Alcohol Analyzing Start Inhibitor handheld in the cradle and allow it to dry for at least 2 minutes.
Then check that a breath test works.
Other information:
 YES
 NO
CHECKING THE ALCOHOL ANALYZING START INHIBITOR, NO MESSAGE

IN THE DRIVER INFORMATION MODULE (DIM) AFTER APPROVED BREATH
CHECKING THE ALCOHOL ANALYZING START INHIBITOR, NO MESSAGE IN THE DRIVER

INFORMATION MODULE (DIM) AFTER APPROVED BREATH TEST
The vehicle has no signal from the Alcohol Analyzing Start Inhibitor for various reasons. This may be due to
the following:
 The temperature is lower than -20 °C, which can restrict the range of the Alcohol Analyzing Start
Inhibitor handheld.
 Radio communication from the Alcohol Analyzing Start Inhibitor handheld to the Remote Receiver
Module (RRX) is interrupted or blocked.
Take an approved breath test and then press the send button on the Alcohol Analyzing Start Inhibitor. If nothing
happens, try moving the Alcohol Analyzing Start Inhibitor and pressing the send button.
NOTE: Once you have taken an approved breath test, you have 30 seconds to send the
results to the vehicle.
If a message still does not appear in the Driver information module and the vehicle does not start, replace the
NOTE: If the fault tracing indicates that the Alcohol Analyzing Start Inhibitor is
defective, symptom fault-tracing, "Checking the starting system", must be
carried out before replacing the Alcohol Analyzing Start Inhibitor.
Other information:
 Symptom fault tracing:CHECK THE START SYSTEM


CHECKING OUTER SWITCHES, DOOR HANDLE (2006-2012)

CHECKING OUTER SWITCHES, DOOR HANDLE (2006, 2007)
CHECKING OUTER SWITCHES, DOOR HANDLE

Fig. 6: Identifying Ignition ON

 Ignition on
 Check the function of the switches in the door handle using the VCT2000 (or appropriate scan tool)
 Select the desired switch and press start.
Pull the door handle to be checked to the limit position. The value for both switches on the same door
handle should be Activated .

Was the function OK?
 YES
 NO
Refer to CHECKING THE WIRING
The control module has previously registered a fault but the fault is no longer active. The diagnostic trouble
code (DTC) was probably caused by an intermittent fault. If the fault persists, fault-tracing according to this
diagnostic trouble code (DTC) must be carried out despite no fault symptoms being found. The fault is
evaluated depending on how it occurs.
CHECKING THE WIRING


 Ignition off.
Check the cable between the keyless vehicle module (KVM) and the door handle switch. Check for an
open-circuit. Check for a short-circuit to ground.
Check the ground lead between the door handle and the door control module. Check for an open-circuit.
Check for a short-circuit to ground.
Check the ground terminal for the door control module. Check for loose connections and oxidation.
Other information

 To access the front door control module:
see DRIVER DOOR MODULE (DDM)
Was a fault detected?

 YES
Refer to VERIFY
 NO
Refer to REPLACING THE COMPONENT
REPLACING THE COMPONENT
Replace the door handle if no other faults are found.
Other information
 see HANDLE OUTER DOOR FRONT
 Continue
Refer to VERIFY
VERIFY

 Ignition off
 Ignition on
 Select the desired door handle and press start.

Is the function OK?
 YES
 NO
INFORMATION
The fault should be diagnosed and remedied. Since this is not the case the fault-tracing process has failed.
Complete the fault-tracing for those fault or try again.
CHECKING OUTER SWITCHES, DOOR HANDLE (2008-2012)
CHECKING OUTER SWITCHES, DOOR HANDLE

 Ignition on
 Select the desired switch and press start.

 YES
 NO
CHECKING THE WIRING


 Ignition off.
Check the cable between the keyless vehicle module (KVM) and the door handle switch. Check for an
open-circuit. Check for a short-circuit to ground.
Check the ground lead between the door handle and the door control module. Check for an open-circuit.
Other information

 see SIGNAL SPECIFICATION, KEYLESS VEHICLE MODULE (KVM)
 YES
Refer to VERIFY
 NO
Replace the door handle if no other faults are found.
Other information
 see HANDLE OUTER DOOR FRONT
 Continue
Refer to VERIFY
VERIFY

 Ignition off

 Ignition on
 Select the desired door handle and press start.

Is the function OK?
 YES
 NO
INFORMATION
Condition
Fig. 16: Identifying Outer Handle & Bracket With Switch

Diagnostic Trouble Code (DTC) missing and permanent fault.
Substitute Value
 None.
Possible Source
 Open-circuit in the signal cable to the switch, outer door handle

 Short-circuit to ground in the signal cable for the switch, outer door handle
 Switch, outer door handle faulty.
Fault symptom[s]
 Delayed unlocking of the door.
CHECKING SELECTOR SWITCH, TAILGATE (2006-2012)

CHECKING SELECTOR SWITCH, TAILGATE (2006, 2007)
CHECKING THE FUNCTION

 Ignition on
 Check the function of the switch on the tailgate using the VCT2000 (or appropriate scan tool)
 Press in the tailgate switch.
The value should be Activated when the switch is pressed in.
HINT: If the switch status is activated when the switch is not pressed in, the fault is either in the
switch or in the cable from the switch to the keyless vehicle module (KVM).

Fig. 19: Identifying Tailgate Handle

Is the function OK?
 YES
Refer to VERIFY
 NO
CHECKING THE WIRING


Fig. 21: Disconnecting Connector

 Ignition off.
Disconnect the connector at the switch for opening the tailgate. Check whether the switch has stuck in the
activated position by taking a reading between terminals. Use an ohmmeter. The resistance must be
infinite. If the resistance is 0ohms - replace the switch.
Check the cable between the keyless vehicle module (KVM) and the tailgate switch.
Check the cable between the switch and ground. Check for an open-circuit. Check for a short-circuit to
ground.
Other information

 see DOOR LATCH, LUGGAGE COMPARTMENT LID
Fig. 22: Checking Wiring & Terminals

 Continue
Refer to VERIFY
VERIFY

 Ignition off
 Ignition on


Is the function OK?
 YES
 NO
INFORMATION
CHECKING SELECTOR SWITCH, TAILGATE (2008-2012)


 Ignition on
HINT: If the switch status is activated when the switch is not pressed in, the fault is either in the
switch or in the cable from the switch to the keyless vehicle module (KVM).


Is the function OK?
 YES
Refer to VERIFY
 NO
CHECKING THE WIRING


Fig. 29: Disconnecting Connector

 Ignition off.
activated position by taking a reading between terminals. Use an ohmmeter. The resistance must be
infinite. If the resistance is 0ohms - replace the switch.
Check the cable between the keyless vehicle module (KVM) and the tailgate switch.
Check the cable between the switch and ground. Check for an open-circuit. Check for a short-circuit to
ground.
Other information

 see DOOR LATCH, LUGGAGE COMPARTMENT LID
Fig. 30: Checking Wiring & Terminals

 Continue
Refer to VERIFY
VERIFY

 Ignition off
 Ignition on


Is the function OK?
 YES
 NO
INFORMATION
Condition

Diagnostic Trouble Code (DTC) missing and the fault is permanent.
Substitute Value
 None.
Possible Source
 Open-circuit or short-circuit to ground in the signal cable to the switch, handle tailgate
 Switch handle tailgate faulty.
Fault symptom[s]
 No locking/unlocking of the tailgate.
CHECKING THE AUDIBLE WARNING SIGNAL (2006)

CHECKING THE AUDIBLE WARNING SIGNAL
CHECKING THE SOFTWARE, INFOTAINMENT CONTROL MODULE (ICM)
If the sound for parking assistance is too low, this may be due to Infotainment control module (ICM) is loaded
with old software.
 Check that the latest available software for the Infotainment control module (ICM) is loaded in the
vehicle by trying to purchase an Upgrade.
CHECKING THE PARKING ASSISTANCE SYSTEM, NO DIAGNOSTIC

TROUBLE CODES (2006-2012)
CHECKING THE PARKING ASSISTANCE SYSTEM, NO DIAGNOSTIC TROUBLE CODES
CHECKING THE PARKING ASSISTANCE SYSTEM, NO DIAGNOSTIC TROUBLE CODES
If the customer has problems with the parking assistance system not functioning even though there are no fault
codes stored in the parking assistance module (PAM), the problem may be due to a software error in the parking
assistance module (PAM).
A new Parking Assistance Module (PAM) was introduced into production structure week 200923.
The control module can also be installed in older vehicles due to aftermarket installation or replacement
warranty.
A software fault in the control module means that VIDA (Volvo scan tool) cannot read DTCs in this control
module. The control module will appear to be fault free in VIDA despite there being DTCs stored.
Action
If it is suspected that there are DTCs stored in the Parking Assistance Module (PAM) although VIDA (Volvo
scan tool) does not present any, the software will need to be upgraded in the parking assistance module (PAM).
After the upgrade, VIDA (Volvo scan tool) reads DTCs from the control module.
CHECKING THE QUICK LOCK MOTOR (2006-2012)

CHECKING THE QUICK LOCK MOTOR (2006, 2007)
CHECKING THE FUNCTION, QUICK LOCK MOTOR


 Ignition on
 Check the function of the quick lock motors using the VCT2000 (or appropriate scan tool)
 Select the desired motor and press start.
Selected door should open.


Is the function OK?
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Check the wiring between the keyless vehicle module (KVM) and the connector for the quick lock motor.
Check for an open-circuit. Check for a short-circuit to ground. Check for short-circuit to supply voltage.
Other information

 see DRIVER DOOR MODULE (DDM)
 see: DRIVER DOOR MODULE (DDM)
 See: DRIVER DOOR MODULE (DDM)
 YES
Refer to VERIFY
 NO
Replace the lock unit if no other faults are found.
Other information
 see DOOR LATCH, FRONT DOOR
 Continue
Refer to VERIFY
VERIFY

 Ignition off
 Ignition on

Is the function OK?
 YES
 NO
INFORMATION
CHECKING THE QUICK LOCK MOTOR (2008-2012)
CHECKING THE FUNCTION, QUICK LOCK MOTOR


 Ignition on


Is the function OK?
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Check the wiring between the keyless vehicle module (KVM) and the connector for the quick lock motor.
Check for an open-circuit. Check for a short-circuit to ground. Check for short-circuit to supply voltage.
Other information


 YES
Refer to VERIFY
 NO
Replace the lock unit if no other faults are found.
Other information
 Continue
Refer to VERIFY
VERIFY

 Ignition off
 Ignition on


Is the function OK?
 YES
 NO
INFORMATION

Condition
Fig. 44: Identifying Quick Lock Switch RF

Diagnostic Trouble Code (DTC) missing and the fault is permanent.
Substitute Value
 None.
Possible Source
 Open-circuit or short-circuit to ground in the signal cable to the quick lock motor
 Faulty quick lock motor.
Fault symptom[s]
 Does not lock / unlock a door.

ACCESSORIES AND BODY, CAB Doors And Lids - Cleaning, Inspection and Adjustment
Doors And Lids - Cleaning, Inspection and Adjustment
SIDE DOOR WITH OPERATION

SIDE DOOR
Information for this method will be produced at a later date.
TRUNK LID, TAILGATE WITH HINGE AND SUPPORT

LUGGAGE COMPARTMENT LID
ADJUSTMENT
TRUNK LID CLEARANCE, ADJUSTING
Adjust the trunk lid's clearance according to: DOORS AND HATCHES .
Fig. 1: Identifying Trunk Lid Lock Brace

Adjust the trunk lid at the front edge using the lock brace
1. adjusts the trunk lid fore-aft

2. adjusts the trunk lid vertically.
Fig. 2: View Of Trunk Lid Spacing

Adjust the trunk lid:
 sideways with the lock in the backpiece

 vertically with the lock brace in the trunk lid.
Fig. 3: Identifying Playdough On Support

Adjust the trunk lid's support to the right height.
Apply playdough or similar on the support (1).

Fig. 4: View Of 5 mm Thick Playdough

Carefully close the trunk lid to the first stage in the lock.
The playdough shall be 5 mm thick when the support is at the right position.
TRUNK LID, LOAD OPENING CHECK
CHECK
Fig. 5: Operating Roof

Operate the roof as shown in the illustration.

Fig. 6: Identifying Measurement ((A) Min 300 mm - Max 308 mm)

Measurement (A) must be min 300 mm and max 308 mm.
The roof must not go up too hard at (B).
WINDOW LIFT
DOOR WINDOW MOTOR INITIALIZATION
INITIATING
WARNING: The anti-trap function will not operate during the initialization procedure.
Fig. 7: Identifying Ignition Switch In ACC Position

Fig. 8: Identifying Rolling Window Up

Fig. 9: Holding Window Button In The Up Position For 1 Second

CONVERTIBLE TOP
CONVERTIBLE TOP ALTERNATIVE CLOSING PROCEDURE
REMOVE / INSTALL
NOTE: When the roof is to be electrically run after repair, it must be in a realistic
position.
PREPARATORY WORK
Fig. 10: View Of Opening Trunk Lid Using The Key

If possible, lower the front and rear door windows.
Switch off the ignition.
Open the trunk lid using the handle or the key.
EMERGENCY CLOSING OF ROOF TO SERVICE POSITION

Fig. 11: Locating Electric Motor

Open the trunk lid's front mountings by turning the electric motor clockwise by hand: Use: 4 mm Allen.
Relieve the oil pressure in the hydraulic pump. See: CONVERTIBLE TOP HYDRAULIC SYSTEM
PRESSURE RELIEF.
Fig. 12: View Of Close Trunk Lid

1. Close the trunk lid.

2. lift up the front edge of the trunk lid.
Fig. 13: View Of Securing Tape

Remove the middle backrest cushion and fold down the long load hatch
NOTE: If the vehicle is equipped with "private locking" and is without power, the ROPS
panel and lock can be removed as described in, see LUGGAGE COMPARTMENT
HATCH LOCK .
Fig. 14: Identifying Cargo Compartment Access Hole

Remove the runner of the front roof section via the access hole created in the cargo compartment.
Open the catch of the front roof panel.
NOTE: Turn the screw clockwise.

Fig. 15: View Of 2 Catches In The Cargo Compartment

Open the 2 catches in the cargo compartment.
Fig. 16: Lifting Rear Roof Section Out Of The Cargo Compartment
CAUTION: If the roof seizes or seems very sluggish, refit the roof section and check
that the fluid pressure has been properly relieved by pulling on the
hydraulic pump cable.
NOTE: Two people are required for this task.
Lift the rear roof section out of the cargo compartment.

Fig. 17: View Of Pulling Front Roof Section Forward

Take hold of the front roof section once this is possible and pull it toward the front of the vehicle.
A third mechanic can be used to pull the front roof section forward and ensure that the front roof section does
not collide with the rear roof section.
Fig. 18: View Of Roof Sections Forward Toward The Service Position
CAUTION: Make sure that the front and rear roof sections do not collide.
Lift the front and rear roof sections upward and forward toward the service position.
Fig. 19: View Of Hydraulic Pump Via The Access Hole In The Rear Seat
If the roof is to stop in the service position for repair, restore oil pressure in the hydraulic pump via the access
hole in the rear seat. See CONVERTIBLE TOP HYDRAULIC SYSTEM PRESSURE RELIEF
Otherwise, continue restoring the roof after emergency closing to the service position. See below.
Fig. 20: Check That The Roof Remains In The Service Position
Check that the roof remains in the service position.
Fault trace.
Perform repair/service work.
RESETTING THE ROOF AFTER EMERGENCY CLOSING TO THE SERVICE POSITION
WARNING: Three people are required for this task - two to hold the roof sections and
a third to relieve fluid pressure.
PRESSURE RELIEF.
Fig. 21: Identifying Rear Roof Section Correct Position

NOTE: The rear roof section must be correctly positioned before the front roof section
reaches the windshield member.
Move the front roof section forward.
Restore the oil pressure in the hydraulic pump. See: CONVERTIBLE TOP HYDRAULIC SYSTEM
PRESSURE RELIEF.
CAUTION: Close the roof completely. If the closing procedure works properly, the
side windows will assume the closed position.
If any position sensor has been disconnected or replaced, calibrate.
Check the function of the roof.
CONVERTIBLE TOP ALTERNATIVE OPENING PROCEDURE

PREPARATORY WORK
Open the trunk lid.
Remove the ski hatch. See: LUGGAGE COMPARTMENT HATCH .
Fig. 22: Locating Electric Motor

Open the front retainers of the trunk lid by turning the electric motor clockwise by hand.
Close the trunk lid.
Unlock the roof, releasing catches.
EMERGENCY OPENING OF ROOF TO SERVICE POSITION

Open the cargo compartment using the lock cylinder in the center console compartment.
PRESSURE RELIEF.
NOTE: If the vehicle is equipped with "private locking" and is without power, the ROPS
panel and lock can be removed as described in LUGGAGE COMPARTMENT
HATCH LOCK .
Close the trunk lid.
Fig. 23: View Of Secure With Cable Ties

Pull up the front edge of the trunk lid.
Secure with cable ties - 1 per side.

Fig. 24: Lift Front And Rear Roof Sections Upward/Rearward Toward Service Position
Lift the front and rear roof sections upward/rearward toward the service position.
CAUTION: Make sure that the front and rear roof sections do not collide with each
other.
Fig. 25: Balance Roof In Service Position

Balance the roof in the service position.

Fig. 26: View Of Catches At Fully Open

NOTE: Ensure that the catches are fully open.

Fig. 27: View Of Hydraulic Pump Via The Access Hole In The Rear Seat
Restore the oil pressure in the hydraulic pump via the access hole in the rear seat. See: CONVERTIBLE TOP
HYDRAULIC SYSTEM PRESSURE RELIEF.
Fig. 28: Check That The Roof Remains In The Service Position
Check that the roof remains in the service position.
Fault trace.
Perform repair/service work.
RESETTING THE ROOF AFTER EMERGENCY OPENING TO THE SERVICE POSITION
WARNING: Three people are required for this task - two to hold the roof sections and
a third to relieve fluid pressure.
PRESSURE RELIEF.
Fig. 29: Identifying Rear Roof Section Correct Position

Move the front roof section forward.
NOTE: The rear roof section must be correctly positioned before the front roof section
reaches the windshield member.
Fig. 30: View Of Correctly Positioned Front Roof Section

Restore the oil pressure in the hydraulic pump. See: CONVERTIBLE TOP HYDRAULIC SYSTEM
PRESSURE RELIEF.
Remove the tie straps holding the trunk lid in the raised position.
CAUTION: Completely close the roof. The entire closing cycle must be run before the
roof can be operated to the convertible position.
Initiate the angle sensors if they have been disconnected or replaced.
FINISHING
CHECKING AND ADJUSTING
Check the function of the roof.
Adjust the roof system as described in ROOF, ADJUSTING.

CONVERTIBLE TOP HYDRAULIC SYSTEM PRESSURE RELIEF
PREPARATORY WORK
Remove the seat cushion See: SEAT CUSHION, REAR SEAT (2006-2011) or SEAT CUSHION, REAR
SEAT (2012).
RELIEVING OIL PRESSURE
Fig. 31: View Of Hydraulic System Oil Pressure Relief Wire

Relieve the oil pressure in the hydraulic system by pulling the wire.
WARNING: Unless otherwise specified in the procedure, the roof must be closed
when relieving the oil pressure so that the roof does not collapse.
NOTE: If the oil pressure is not relieved properly after pulling the wire, the valve on the
hydraulic pump can be directly affected instead.
Fig. 32: View Of Cargo Compartment Carpet

Raise and fold the front edge of the cargo compartment carpet to one side.
Fig. 33: View Of Lever Is In Its Outermost Position

Ensure that the lever is in its outermost position (1).

Carefully pry up the valve using a screwdriver (2).
RESETTING THE OIL PRESSURE
Fig. 34: Identifying Locking Valve Using The Lever

Depress the valve ("1") at the bottom.
Lock the valve using the lever. See "2" in illustration.
FINISHING
Install the seat cushion. See: SEAT CUSHION, REAR SEAT (2006-2011) or SEAT CUSHION, REAR
SEAT (2012).
END POSITION STOP, ADJUSTMENT
CHECK
Fig. 35: Locating End Position Stop

Fig. 36: Noting End Position Stop Value

Note the value.
ADJUSTMENT
Fig. 37: Roof Adjustment Position

Fig. 38: Adjust The Screw

NOTE: One revolution corresponds to approx. 1 mm stroke.

Adjust the screw corresponding to the previously noted dimension plus a further 1/4 turn.
CHECK
Perform roof calibration, see ROOF CALIBRATION
Fig. 39: Convertible Roof Closed

Carry out a road test.
FRONT ROOF PANEL LOCK
CHECKING
Fig. 40: View Of Incorrectly Adjusted Lock

CAUTION: Note that an incorrectly adjusted lock can cause damage.
Always check by manually locking after carrying out work.
Fig. 41: Front Roof Panel Lock Checking (1 of 4)




Check the distance (B), see illustration.
The distances may differ by a maximum of 0.5 mm between the left and right hand sides.
When checking the dimension (B) may be between 7.2-9.5 mm.
After carrying out work, the dimension must be between 8-8.5 mm.
Fig. 45: Reset The Locks Before Operating The Roof

Reset the locks before operating the roof.
ADJUST
ADJUSTING THE FRONT ROOF PANEL LOCK
CAUTION: Note that an incorrectly adjusted lock can cause damage.
Fig. 46: Front Roof Panel Lock Checking

Adjusting the lock rods. The dimension (B) must be between 8-8.5 mm.
Fig. 47: Identifying Adjustment Rods

Always screw the same amount on both rods (2) except when making smaller adjustments where you can screw
one turn on one rod and compensate with the lock unit (1).
The distances may differ by a maximum of 0.5 mm between the left and right hand sides. Compensate by
moving the lock unit (1).
Always check by manually locking after carrying out work.
ROOF CALIBRATION
Fig. 48: Roof Is Calibrated First When Up And Then When Down
The roof is calibrated first when up and then when down.
In order for calibration to be possible, Hall sensor 6 must be active.
The sensor is activated in the position shown in the illustration.

Fig. 49: View Of Lock Rod And Hall Sensor

Hall sensor 6 ("1" in illustration) is activated with the lock rod (2).
Fig. 50: Roof Is Calibrated First When Up And Then When Down
Move the roof to the position shown in the illustration. See CONVERTIBLE TOP ALTERNATIVE
CLOSING PROCEDURE.
Fig. 51: Identifying Roof Operation Button

Activate Hall sensor 6 by restoring hydraulic pressure. See CONVERTIBLE TOP HYDRAULIC SYSTEM
PRESSURE RELIEF.
Restart the CRM control module using VIDA (Volvo scan tool)..
Hold the brake pedal depressed. Close the roof with the button in the vehicle. The roof operates until it is in the
locked position and Hall sensor 6 is active.
Make sure Hall sensor 6 is active.
ROOF PANEL, PAINTING
REMOVE
The middle and rear roof panels are painted loose.
The front panel is painted on the vehicle.
It is important to mark up the number of shims, and their position when removing the roof panels.
Fig. 52: Check For Play And The Alignment

 middle headlining, see CONVERTIBLE TOP CENTER HEADLINER

 rear headlining, see HEADLINER REAR
 middle roof panel, see ROOF PANEL MIDDLE
 rear roof panel. See ROOF PANEL REAR
Fig. 53: View Of Hall Sensor No. 6

To operate the roof without roof panels, hall sensor no. 6 must be against metal.
Fig. 54: Mark The Vehicle In This Position To Paint The Front Roof Panel
Mark the vehicle in this position to paint the front roof panel.
FRONT ROOF PANEL

Fig. 55: Identifying Front Roof Panel Flange

Paint the roof panel in the color of the vehicle and around the panel flanges, see illustration.
Mask with care.
The remaining surfaces are to remain black.
MIDDLE ROOF PANEL

Fig. 56: Identifying Middle Roof Panel Flange

Mask with care.
REAR ROOF PANEL

Fig. 57: Identifying Rear Roof Panel Flange

Mask with care.
INSTALL
MIDDLE ROOF PANEL

Fig. 58: Butyl tape, 1161782

Apply butyl tape along both long sides. Use: Butyl tape, 1161782
Pull the tape out to a thickness of 3 mm.
Tape as shown in the illustration.
 middle roof panel, see ROOF PANEL MIDDLE

 rear roof panel, see ROOF PANEL REAR
Adjust. See ROOF, ADJUSTING
 middle headlining, see CONVERTIBLE TOP CENTER HEADLINER

 rear headlining, see HEADLINER REAR

Check for play and the alignment. Also operate the roof up and down at least twice.
Fig. 60: View Of Roof Up Position


ROOF, ADJUSTING
REMOVAL
Remove Convertible Top Headliner front, see FRONT HEADLINER
Remove Convertible Top Center Headliner, see CONVERTIBLE TOP CENTER HEADLINER
Remove headlining rear, see HEADLINER REAR
Remove Convertible Top Headliner Center Hinge, see CONVERTIBLE TOP HEADLINER CENTER
HINGE
ADJUSTMENT
Refer to information about door and lids, see DOORS AND HATCHES
Loosen Headerrail Trim Panel, see HEADERRAIL TRIM PANEL

Fig. 62: Identifying Headerrail Screws

Torque: M6
10 Nm
Fig. 63: Identifying Roof Locking

On both sides.
Fig. 64: Adjust To Specified Average Value

Adjust to specified average value.
Fig. 65: Front Roof Hinge Bolts With Torque Specifications

Fig. 66: Center Roof Hinge Bolts With Torque Specifications

Fig. 67: Rear Roof Hinge Bolts With Torque Specifications

Fig. 68: Identifying Hinge Bolts

Torque: M8
24 Nm
Fig. 69: Adjust To Specified Average Value

Adjust to specified average value.
Fig. 70: View Of Specified Value Location (1)



Fig. 73: Locating Roof Hinge Bolts

NOTE: Do not loosen the bolts more than one turn.
Fig. 74: View Of Roof In Locked Position

Fig. 75: View Of Roof Alignment


1. Torque: M6
10 Nm
2. Torque: M10
50 Nm
Fig. 77: Identifying Roof Calibration Bolts

NOTE: Do not loosen the bolts more than one turn.
Perform roof calibration, see ROOF CALIBRATION

Fig. 78: Identifying Roof Calibration Bolts

Torque: M6
10 Nm
Fig. 79: Identifying Roof Measurement

INSTALLATION
Install headlining middle, see CONVERTIBLE TOP CENTER HEADLINER
Install hinge headlining front, see CONVERTIBLE TOP HEADLINER CENTER HINGE
Install headlining front, see FRONT HEADLINER
Install Header rail Trim Panel, see HEADERRAIL TRIM PANEL
Perform window side door, adjustment, see WINDOW, SIDE DOOR, ADJUSTMENT
Perform Door Window and Rear Quarter Window Water Leak Check, see DOOR WINDOW AND REAR
QUARTER WINDOW WATER LEAK CHECK
ROOF, CHECKING SEALING
CHECK
ROOF, INTEGRITY CHECK
Fig. 80: View Of Checking Side Seals

Rinse with lots of water when checking for leaks.
Check extra carefully at the points indicated in the illustration.
In case of leakage, see: ROOF, ADJUSTING.
Fig. 81: View Of Checking Roof Seals

Fig. 82: Identifying Leak Check Points

In case of leakage at indicated positions in the illustration, see:
1. seal strips roof bow/A-pillars: HEADER RAIL WEATHERSTRIP

2. roof panel middle: ROOF PANEL MIDDLE
3. trunk lid: LUGGAGE COMPARTMENT LID
4. check installation of the bumper: COVER BUMPER REAR (2006-2009) or COVER BUMPER
REAR (2010-2012)
5. seal strip luggage: WEATHERSTRIP CARGO COMPARTMENT
6. seal strip rear roof panel: CONVERTIBLE TOP REAR PANEL SIDE WEATHERSTRIP
7. side windows: SIDE WINDOW REAR, ADJUSTING and WINDOW, SIDE DOOR,
ADJUSTMENT .
ACCESSORIES AND BODY, CAB Doors And Lids - Design and Function
Doors And Lids - Design and Function
CENTRAL LOCKING, KEYLESS ENTRY SYSTEM (2006-2007)

FUNCTION
see FUNCTION
SIGNALS
see SIGNALS
SYSTEM DESCRIPTION/DESIGN
see SYSTEM DESCRIPTION/DESIGN
SYSTEM OVERVIEW
see SYSTEM OVERVIEW

FUNCTION
see FUNCTION
SIGNALS
see SIGNALS
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
STANDARD CENTRAL LOCKING SYSTEM (2006-2007)

FUNCTION
see FUNCTION
SIGNALS
see SIGNALS
SYSTEM OVERVIEW
see SYSTEM OVERVIEW

FUNCTION
see FUNCTION
SIGNALS
see SIGNALS
SYSTEM OVERVIEW
see SYSTEM OVERVIEW

DOOR CONTROL MODULES (2006-2007)

DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW

DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
CONVERTIBLE ROOF MODULE (CRM) (2006-2012)

DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
ELECTRIC RETRACTABLE HARDTOP (2006-2012)

DESIGN
see DESIGN
FUNCTION
see FUNCTION
OVERVIEW
see OVERVIEW
ACCESSORIES AND BODY, CAB Doors And Lids - General Diagnostics and Tests
Doors And Lids - General Diagnostics and Tests
CHECKING THE VOLTAGE/GROUND TERMINAL, DRIVER DOOR MODULE /

PASSENGER DOOR MODULE (DDM/PDM) (2006-2012)
CHECKING THE VOLTAGE / GROUND TERMINAL (2006-2007)
CHECKING THE POWER SUPPLY AND GROUND TERMINALS
Power supply
The driver door module (DDM) and passenger door module (PDM) are powered via a power input on the
control module.
Power input terminal #A18 (#18) is supplied with voltage via a fuse from the central electronic module (CEM).
The power input is separate for the driver door module (DDM) and passenger door module (PDM). It will not
be possible to activate the control module if there is an open-circuit.
Checking the power supply
Check the power supply cable from the battery to the central electronic module (CEM) and from the central
electronic module (CEM) to the driver door module / passenger door module (DDM/PDM) terminal #A18
(#18). Check for an open-circuit. Check for loose connections. Check for contact resistance. Check for
oxidation. Check the fuse. The voltage must be approximately battery voltage when the ignition is on.
Ground terminal, driver's door module / passenger door module (DDM/PDM)
The control module has a ground input. The ground input from the control module is connected via a ground
lead to the ground terminal in the car body. See the relevant wiring diagram for further information about the
ground terminals in the bodywork.
1. Ground input terminal #A9 (#9) is power ground and is connected to the ground terminal in the car body.
Checking the ground terminal
Check the ground lead between control module terminal #A9 (#9) and the ground terminal. Check for an open-
circuit. Check for loose connections. Check for contact resistance. Check for oxidation. With the ignition on,
the drop in voltage between the ground connection for the control module and the ground terminal must not be
greater than 0.5 V.
Other information:

 see CONNECTING THE BREAKOUT BOX, DRIVER DOOR MODULE / PASSENGER DOOR
MODULE (DDM/PDM)
 see SIGNAL SPECIFICATION ,
 See the relevant wiring diagram for information about circuit and ground terminals in the bodywork.
Fig. 1: Identifying Voltage Display

CHECKING THE VOLTAGE / GROUND TERMINAL (2008-2012)
Power supply
The driver door module (DDM) and passenger door module (PDM) are powered via a power input on the
control module.
Power input terminal #A18 (#18) is supplied with voltage via a fuse from the central electronic module (CEM).
The power input is separate for the driver door module (DDM) and passenger door module (PDM). It will not
be possible to activate the control module if there is an open-circuit.
Check the power supply cable from the battery to the central electronic module (CEM) and from the central
electronic module (CEM) to the driver door module / passenger door module (DDM/PDM) terminal #A18
(#18). Check for an open-circuit. Check for loose connections. Check for contact resistance. Check for
oxidation. Check the fuse. The voltage must be approximately battery voltage when the ignition is on.
Ground terminal, driver's door module / passenger door module (DDM/PDM)
The control module has a ground input. The ground input from the control module is connected via a ground
lead to the ground terminal in the car body. See the relevant wiring diagram for further information about the
ground terminals in the bodywork.
1. Ground input terminal #A9 (#9) is power ground and is connected to the ground terminal in the car body.
Check the ground lead between control module terminal #A9 (#9) and the ground terminal. Check for an open-
greater than 0.5 V.
Other information:

MODULE (DDM/PDM)
Fig. 2: Identifying Voltage Display

CONNECTING THE BREAKOUT BOX, DRIVER DOOR MODULE /

PASSENGER DOOR MODULE (DDM/PDM) (2006-2012)
CONNECTING THE BREAKOUT BOX, DRIVER DOOR MODULE / PASSENGER DOOR MODULE
(DDM/PDM) (2006-2007)
Special tools:
see 9512900
see 9511428
see 9511499
see 9813190
CONNECTING THE BREAKOUT BOX

Fig. 3: Breakout Box

 Ignition off
 Remove the fuse.
 Remove the door panel
 Unplug the control module connector.
Plug adapter see 9512900 into the control module connector and connect breakout box see 9511428
alternatively, and wiring see 9511499 to the adapter.
Alternatively, breakout box see 9813190 could be connected to the adapter.
Disconnect the breakout box in reverse order.
Other information:
 see PANEL FRONT DOOR

CONNECTING THE BREAKOUT BOX, DRIVER DOOR MODULE / PASSENGER DOOR MODULE
(DDM/PDM) (2008-2012)
Special tools:
see 9512900
see 9511428
see 9511499
see 9813190

 Ignition off
 Remove the door panel
 Unplug the control module connector.
Plug adapter see 9512900 into the control module connector and connect breakout box see 9511428
alternatively, and wiring see 9511499 to the adapter.
Alternatively, breakout box see 9813190 could be connected to the adapter.

Other information:

CHECKING THE SUPPLY VOLTAGE/GROUND TERMINAL, CONVERTIBLE

ROOF MODULE (CRM) (2006-2012)
CHECKING THE SUPPLY VOLTAGE/GROUND TERMINAL
CHECKING THE VOLTAGE / GROUND TERMINAL
The Convertible Roof Module (CRM) is supplied with power via a power input.
Power input terminal #B4 is supplied with +30 power via a fuse in the engine compartment fusebox (FJB) from
the battery. It will not be possible to activate the control module if there is an open-circuit.
Check the power supply cable from the battery to the Convertible Roof Module (CRM) terminal #B4. Check for
an open-circuit. Check for loose connections, contact resistance and oxidation. Check the fuse. The voltage
must be approximately battery voltage.
Ground terminal Convertible Roof Module (CRM)
The Convertible Roof Module (CRM) has a ground input. The ground input from the control module is power
ground and is connected to ground terminal 31/12 in the car body. See the relevant wiring diagram for further
information about the ground terminal.
Check the ground cable between the Convertible Roof Module (CRM) terminal #B3 and ground terminal.
Check for an open-circuit. Check for loose connections, contact resistance and oxidation. With the ignition on,
greater than 0.5 V.
Other information:

CONNECTING THE BREAKOUT BOX, CONVERTIBLE ROOF MODULE

(CRM) (2006-2012)
Special tools:
see 9512978
see 9511428
see 9511499

 Ignition off
 Expose the Convertible Roof Module (CRM).
 Disconnect all the control module connectors.
Connect adapter see 9512978 to all the control module connectors and connect breakout box see 9511428 and
wiring see 9511499 to the adapter.
Then connect the control module connector to see 9512978 .
Other information:

 see CONVERTIBLE ROOF MODULE (CRM)
ACCESSORIES AND BODY, CAB Doors And Lids - Removal, Replacement And Installation
Doors And Lids - Removal, Replacement And Installation
CONVERTIBLE TOP
CONVERTIBLE ROOF MODULE (CRM)
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVING THE RIGHT-HAND SIDE PANEL
Fold out the right-hand side panel in the cargo compartment. See: SIDE PANEL LOADSPACE
REMOVAL
REMOVING THE BRACKET
Fig. 2: Identifying Convertible Roof Module (CRM) Nuts

Remove:
 the connectors
 the 4 nuts
Angle out the bracket.
REMOVING THE CONTROL MODULE

Fig. 3: Identifying Convertible Roof Module (CRM) Screws

Remove:
 the 2 screws
INSTALLATION
INSTALLING THE CONTROL MODULE
NOTE: For tightening torques, see: TIGHTENING TORQUE
Install:

 the 2 screws
 the bracket
 the 4 x nuts
PROGRAMMING THE CONVERTIBLE ROOF MODULE (CRM)
PROGRAMMING
Program the Convertible Roof Module (CRM). See: 30765098.
FINISHING
FUNCTION TEST
Test the function.
HYDRAULIC PUMP
see HYDRAULIC PUMP
CONVERTIBLE TOP CENTER LATCH
LOCK, CENTER ROOF PANEL, REPLACING
REMOVAL
Fig. 4: Identifying Lock Plate Screws

NOTE: Mark the location to facilitate installation.

Remove:
 the hinge, see HINGE HEADLINER MIDDLE

 the lock rod (1)
 the lock plate (2) - 3 M6 screws.
INSTALLATION
Install in the reverse order.
Adjust the roof as described in, see ROOF, ADJUSTING .
CENTER ROOF LOCK BRACE, REPLACING
REMOVAL
Fig. 5: Identifying Center Roof Lock Brace Nuts

Remove:
 the 2 M6 nuts (1)

 the sensor (2), 1 Torx 20.
INSTALLATION
CONVERTIBLE TOP CENTER PANEL WEATHERSTRIP
Replace the weatherstrip. See: ROOF PANEL MIDDLE.
CONVERTIBLE TOP FRONT LATCH CYLINDER
REMOVAL
Fig. 6: View Of Front Latch Cylinder Retainers

Remove:
 the front headlining as described in, see FRONT HEADLINER

 the 2 retainers
Fig. 7: Identifying Hose Retainers

Remove the 2 retainers of the hydraulic hoses.
NOTE: Mark the hoses before replacement.
CAUTION: Risk of oil spill. Use protective paper.
O-rings must always be replaced.
INSTALLATION
CAUTION: Check the function of the roof by operating it from the closed position to
the open position and then closed again.
Check the fluid level in the hydraulic pump's expansion tank. Fill with fluid
as necessary, part no. 3074 1424.
INSTALLATION
INSTALLING THE WEATHERSTRIP
Fig. 8: View Of Weatherstrip Into Position

Apply soap solution to the weatherstrip and press into position.
CONVERTIBLE TOP HEADLINER CENTER HINGE
REMOVAL
Fig. 9: Identifying Top Headliner Center Hinge Nuts

Remove:
 the headlining as described in, see FRONT HEADLINER

 the 4 M6 nuts
 the 1 clip.
INSTALLATION
CONVERTIBLE TOP LOCK-DOWN CYLINDER
REMOVAL
Fig. 10: Identifying Top Lock-Down Cylinder Retainers


Remove:
 the 2 retainers
 the 2 retainers of the hydraulic hoses.
INSTALLATION
CONVERTIBLE TOP POSITION SENSOR
POSITION SENSOR, FRONT, REPLACING
REMOVING THE FRONT POSITION SENSOR, CONVERTIBLE ROOF

Fig. 12: Identifying Convertible Roof Front Position Sensor

Detach the negative battery cable.

Fig. 13: Identifying Front Headlining Connector Screws

Detach the front headlining on the left side as described in, see FRONT HEADLINER

Fig. 14: Remove The Connector


Fig. 15: Remove The Locking Washer

Remove the locking washer.
INSTALLATION
INSTALLING THE FRONT POSITION SENSOR, CONVERTIBLE ROOF
FINISHING
Initiate the position sensor.
POSITION SENSOR, REAR, REPLACING
REMOVING THE REAR POSITION SENSOR, CONVERTIBLE ROOF
Fig. 16: Locating Convertible Roof Rear Position Sensor

Detach the negative battery cable.

Fig. 17: Identifying Locking Washer

Remove:
 the 2 screws
 the connector
 the locking washer.
INSTALLATION
INSTALLING THE REAR POSITION SENSOR, CONVERTIBLE ROOF
FINISHING
Initiate the position sensor.
CONVERTIBLE TOP POSITION SWITCH
Fig. 18: Locating Hall Sensors

There are 14 hall sensors at the locations shown in the illustration.
Number 2 and 17 in the illustration are position sensors for the rear and front roof sections respectively.
PREPARATORY WORK
Applies to all hall sensors.

Fig. 19: Identifying Trunk Lid Positioning


REMOVAL
Applies to all hall sensors.
REMOVING THE HALL SENSOR

Fig. 21: Removing Hall Sensor

Remove 1 screw.
SPLICING THE CABLES
Splice the cable harness for the Hall sensors. See: JOINING CABLES .
REMOVING/INSTALLING
REMOVING HALL SENSOR NO. 1
Remove the panel as described in, see HEADERRAIL TRIM PANEL .
Remove the screw, 1 x M4 (0.5 Nm).
Remove the side panel as described in, see SIDE PANEL REAR SEAT .
Remove the panel as described in, see HEADERRAIL TRIM PANEL .

Fig. 22: Locating Hall Sensor No. 6





Remove the lock according to: LOAD LIMITER REAR LOCKING .










Remove the headlining as described in, see FRONT HEADLINER .
INSTALL
FINISHING

CAUTION: Check the function of the roof by closing the roof, opening it and then
closing it again.
CONVERTIBLE TOP PRIMARY LIFT CYLINDER
PREPARATORY WORK
Remove the side panel in the rear seat as described in, see SIDE PANEL REAR SEAT .

PRESSURE RELIEF .
REMOVAL
Fig. 32: Identifying Hydraulic Cylinder Retaining Clip

Remove:
 the hydraulic cylinder retaining clip

 the washer
 the shaft
Fig. 33: Identifying Lift Cylinder Brackets

 the speaker as described in, see REAR QUARTER PANEL SPEAKER

 the cover, 3 x clips
 the 2 M6 nuts
 the 2 brackets
Fig. 34: Locating Lift Cylinder

Fig. 35: View Of Lift Cylinder


INSTALLATION
CONVERTIBLE TOP REAR LATCH
REMOVAL
REMOVING THE REAR ROOF PANEL LOCK

Fig. 37: Identifying Rear Roof Panel Lock Nuts

1. Remove nuts, 2 pieces M6.

Fig. 38: Identifying Hydraulic Cylinder Nuts

Detach the rear edge of the hydraulic cylinder.
Remove:
 the 2 M6 nuts (2).
INSTALLATION
INSTALLING THE REAR ROOF PANEL LOCK
NOTE: For tightening torques, see:TIGHTENING TORQUE .
CONVERTIBLE TOP REAR PANEL SIDE WEATHERSTRIP
REMOVING
REMOVING SEAL STRIP, SIDE
Pull loose the seal strip. Start at the top edge of the strip.
INSTALLING
Fig. 39: View Of Butyl Tape

Fasten the butyl tape at (3), part number 1161782.
Fig. 40: Install The Seal

Apply soapy water on the strip.
Install the seal according to the illustration.
REMOVING
REMOVING SEAL STRIP, REAR

Fig. 41: Identifying Nuts

Remove the nuts, 2 pieces. M8. Tightening torque according to: TIGHTENING TORQUE .
Fig. 42: View Of Pop Rivets

Remove the pop rivets according to: REMOVING RIVETS .
INSTALLING
Fig. 43: View Of Rear Seal Strip

REMOVE
ROOF BOW LOCK, REPLACING

Fig. 44: Locating Lock Plate Screws

Remove the panel from the windshield member as described in, see HEADERRAIL TRIM PANEL .
Remove:
 the 4 M6 screws of the lock plate (1)

 the sensors from uninstalled component (2).
Torque tighten. See: TIGHTENING TORQUE .
LOCK AT FRONT EDGE OF FRONT ROOF PANEL, REPLACING

Fig. 45: Identifying Front Edge Headlining Clips

Remove the 4 clips from the front edge of the headlining (1) and the 4 hidden clips at (2).
Bend down the front edge.
Fig. 46: Identifying Hydraulic Cylinder

Remove:
 the braces (3)

 the hydraulic cylinder at the attachments (4)
 the nuts (5) of the lock (3 M6 on each side)
 the sensors (6)
 the lock unit, 3 M6 (7).
Fig. 47: Locating Sensors

LOCK AT REAR EDGE OF FRONT ROOF PANEL, REPLACING

Fig. 48: Identifying Lock At Rear Edge Of Front Roof Panel Screws
Remove the 3 M6 nuts at (1).
INSTALL
Check and adjust the front roof panel lock. See FRONT ROOF PANEL LOCK

Fig. 49: View Of Lock In Closed / Open Position

Check that the lock engages and disengages by turning the screw (1).
(2) depicts the closed position and (3) depicts the open position.
HEADLINER CORD
REMOVE
SUPPLEMENTARY INFORMATION
The existing ceiling string cannot be used on all cars. On older cars a hole must be drilled in a link in the
mechanical coupling.
Fig. 50: Identifying Mechanical Coupling

Fig. 51: Pop rivet, 948338

A = 130 mm
Hole diameter = 4.3 mm
Use: Pop rivet, 948338

Fig. 52: Identifying Headliner Cord (1 Of 4)




REMOVAL
REMOVAL OF HEADLINING WIRE
Fig. 56: Unhook Wire Attachments From Headlining (1 Of 5)

Unhook the wire attachments, 3 off, from the headlining, 1 per wire.




Fig. 61: Unhooking The Wire Attachment (1 of 3)

Unhook the wire attachment.
HINT: Use pliers.



Fig. 64: Remove Rear Wire Attachment (1 of 3)

Remove the rear wire attachment.
Press together the headlining and wire attachment.


HINT: Use a small flat screwdriver.


INSTALLATION
HINGE HEADLINER MIDDLE
REMOVAL
Fig. 67: View Of Headliner Hinge Nuts

Remove:
 the headlining as described in, see CONVERTIBLE TOP CENTER HEADLINER

 the 2 M6 nuts
 the clip on the right side.
Fig. 68: Locating Headliner Hinge Nuts

Remove the 2 M6 nuts.

Fig. 69: Locating Headliner Hinge Nuts

INSTALLATION
HYDRAULIC CYLINDER, FRONT ROOF PANEL
PREPARATORY WORK
Remove the center headlining as described in, see CONVERTIBLE TOP CENTER HEADLINER .

Fig. 71: Identifying Buttons To Release The Front Roof Catch

Use the buttons to release the front roof catch and the catch between the center and rear roof panels.
PRESSURE RELIEF .
REMOVAL
Fig. 72: View Of Front Roof Panel Placed On Center Roof Panel
Lift up the front roof panel and place it carefully on the center roof panel.
Fig. 73: Identifying Lock Pin Of The Lock Rod

NOTE: Note the location of the plastic washers and sleeve.
Remove:
 the lock pin of the lock rod. Detach and move aside the rod
 the hydraulic cylinder retaining clip
 the 2 shafts
 the hydraulic cylinder.

INSTALLATION
HYDRAULIC PUMP
REMOVAL
Fig. 75: Identifying Hydraulic Pump Components

Detach and move to one side.
 the load limiter in the cargo compartment as described in, see LUGGAGE COMPARTMENT COVER
 the side panel on the right-hand side. See: SIDE PANEL LOADSPACE .
Disconnect the 2 x connectors from the control module.
Drain the oil from the hydraulic pump through the filler hole.
Fig. 76: Identifying Hydraulic Hoses From The Hydraulic Pump

Remove:
 the wire for the relief valve

 the hydraulic hoses from the hydraulic pump, 10 x M6.
INSTALLATION
For tightening torques, see: TIGHTENING TORQUE .
CAUTION: Install the oil hoses according to the number markings on the hoses and
the hydraulic pump.
NOTE: O-rings must always be replaced.
CAUTION: Fill the oil pump with oil, part no. 3074 1424. Fill to the maximum level.
Bleed the system by operating the roof to the open position and then to the closed position.
CAUTION: Make sure that the front and rear roof sections do not collide.
Check the oil level and top up if required.
LINK SYSTEM, ROOF PANEL
Materials
High temperature grease 1161778
REMOVAL

Fig. 77: Roof Adjustment Position

 Front headliner, see FRONT HEADLINER

 Convertible Top Center Headliner, see CONVERTIBLE TOP CENTER HEADLINER
 Headliner rear, see HEADLINER REAR
 Convertible Top Headliner Center Hinge, see CONVERTIBLE TOP HEADLINER CENTER HINGE
Fig. 78: Identifying Cylinder Clips

Remove Convertible Top Position Switch, see CONVERTIBLE TOP POSITION SWITCH
Fig. 79: Identifying Roof Panel Components

 Roof panel front, see ROOF PANEL FRONT

 Roof panel rear, see ROOF PANEL REAR
 Roof panel middle, see ROOF PANEL MIDDLE
 the parcel shelf. See PARCEL SHELF
Remove Convertible Top Position Switch, see CONVERTIBLE TOP POSITION SWITCH
Fig. 80: Locating Hall Sensors (6, 15 and 16)

CAUTION: Note the routing of the lines and hoses.
Loosen Convertible Top Position Sensor, see CONVERTIBLE TOP POSITION SENSOR
Detach the following items:
 Hydraulic cylinder, front roof panel, see HYDRAULIC CYLINDER, FRONT ROOF PANEL
 Convertible Top Lock-Down Cylinder, see CONVERTIBLE TOP LOCK-DOWN CYLINDER
Fig. 81: View Of Roof Panel Link System (1 of 6)




NOTE: Make sure that new components are installed.


Fig. 87: Identifying Roof Hinge Position


1. Torque: M6
10 Nm
2. Torque: M8
24 Nm
Loosen Convertible Top Primary Lift Cylinder, see CONVERTIBLE TOP PRIMARY LIFT CYLINDER
VEHICLES MANUFACTURED BEFORE CHASSIS NUMBER: 042742
Fig. 89: Identifying Compartment Frame

Fig. 90: View Of Drilling Area

Fig. 91: View Of Cutting Area

ALL VEHICLES
End Position Stop, adjustment, see END POSITION STOP, ADJUSTMENT
Fig. 92: Identifying Stop Position

INSTALLATION
NOTE: Do not install hinges or headliner until Roof Adjusting has been carried out.
Perform roof, adjusting, see ROOF, ADJUSTING
Fig. 93: High temperature grease, 1161778

Use: High temperature grease, 1161778
Carry out a road test.
Roof, check sealing, see ROOF, CHECKING SEALING
ROOF ASSEMBLY
REMOVING
To replace the roof complete, exposing has to be done with the roof in several different positions.
It is very important to mark up the fastening of the old roof.
 load limiter, see LUGGAGE COMPARTMENT COVER

 side panel. See SIDE PANEL LOADSPACE
Fig. 94: Identifying Trunk Compartment Tray

Fig. 95: Identifying Cable Ties

Fig. 96: Activate The Sensor For Load Limiter

Activate the sensor for the load limiter with a metal object.

Remove the left-hand side panel in the rear seat, see SIDE PANEL REAR SEAT .
Fig. 98: Mark The Link System's Position Against The Body
Mark the link systems position against the body.


Relieve the hydraulic systems oil pressure. See CONVERTIBLE TOP HYDRAULIC SYSTEM PRESSURE
RELIEF
Fig. 100: Unlock The Front Roof Lock

Unlock the front roof lock.
Fig. 101: Identifying Rear Side Panel Cover Tabs

Fig. 102: View Of Hydraulic Connectors

Fig. 103: Loosen The Cable Ties

Loosen the cable ties on the cable harness in the cargo compartment on both sides.


Fig. 106: Identifying Hydraulic Hoses 91, 92 And 93

Remove the hydraulic hoses 91, 92 and 93 from the hydraulic pump so they are separated from the other hoses.
CAUTION: Be prepared to collect escaping fluids.


Mark the link systems position against the body.
Fig. 109: Lock The Rear Link System

Lock the rear link system

Fig. 110: Removing Roof Assembly

INSTALLING
Fig. 111: Installing Roof Assembly

Fit the roof according to the marks made.
Check the play on the roof (5 mm) against the windscreen frame. Adjust the positions at the roof mounting as
needed.
Fig. 113: View Of Hydraulic Connectors

Fit the hydraulic hoses 91, 92 and 93 on the hydraulic pump.
Reset the pump pressure. See CONVERTIBLE TOP HYDRAULIC SYSTEM PRESSURE RELIEF
Fig. 114: Identifying Rear Side Panel Cover Tabs


Check the position of the link system to the body according to the markings made.

Check the play on the roof against the windscreen frame. It should be 5 mm. Adjust the positions at the roof
mounting as needed.
Calibrate the roof. See ROOF CALIBRATION .
Dismantle the roof plates for finishing. See ROOF PANEL, PAINTING
ROOF PANEL, FRONT
REMOVAL
REMOVING THE FRONT LOCK PLATE
If emergency opening is necessary, see CONVERTIBLE TOP ALTERNATIVE CLOSING

PROCEDURE .
Move the roof forward for easier access.


Fig. 119: Identifying Pop Rivets

NOTE: Mark all positions to facilitate installation.
Remove the front roof panel following the steps shown in the illustration.
INSTALLATION
INSTALLING THE FRONT ROOF PANEL
Install the front roof panel in reverse order.
Install the headlining. See:FRONT HEADLINER .
ROOF PANEL, MIDDLE
REMOVE

PROCEDURE .
NOTE: When replacing roof panels, these shall be replaced one at a time so that the
roof's link system does not lose its position.
REMOVAL
REMOVING MIDDLE ROOF PANEL
Fig. 120: Identifying Middle Roof Panel Screws

Remove the headlining's hinges according to: HINGE HEADLINER MIDDLE.
NOTE: Mark all positions to facilitate installation of the roof panel.
Remove in the order shown by the illustration.

Fig. 121: View Of Pop Rivets

INSTALLATION
INSTALLING MIDDLE ROOF PANEL


Seal according to illustration with butyl tape, part number 116 1782, before the rubber strip is reinstalled on the
roof panel. Pull out the tape so that it becomes approx. 4 mm thick.
Fig. 123: Adjust The Roof

NOTE: Reinstall the headlining after the roof has been adjusted.
Install the headlining's hinges according to: HINGE HEADLINER MIDDLE.
ROOF PANEL, REAR
REMOVAL

PROCEDURE .
Remove the rear window, see REAR WINDSCREEN
Fig. 124: View Of Rear Roof Panel Hinge

Fig. 125: Locating Pop Rivets

NOTE: Mark all positions to facilitate installation.
Remove the rear roof panel following the steps shown in the illustration.
INSTALLATION
Install the rear roof panel in reverse order.
Adjust the roof, see ROOF, ADJUSTING .
Install the rear window, see REAR WINDSCREEN .
LOCK, HANDLE
DOOR LATCH, FRONT DOOR
REMOVAL
REMOVE THE LOCK MECHANISM, FRONT SIDE DOOR
Fig. 126: Identifying Exterior Door Handle And Door Panel Screw
Remove:
 the door panel. See: PANEL FRONT DOOR

 the exterior door handle as described in, see HANDLE OUTER DOOR FRONT.
Fig. 127: Removing Door Lock Mechanism (1 Of 2)

Fig. 128: Removing Door Lock Mechanism (2 Of 2)

INSTALLATION
INSTALLING THE LOCK MECHANISM, FRONT SIDE DOOR
For tightening torques, see: TIGHTENING TORQUE .
DOOR LATCH, GLOVE COMPARTMENT
Remove glove compartment, see GLOVE COMPARTMENT

Fig. 129: Removing Pins

Fig. 130: Identifying Handle

Fig. 131: Identifying Mounting Points

DOOR LATCH, LUGGAGE COMPARTMENT LID
PREPARATORY WORK

REMOVAL
REMOVING THE TRUNK LID LOCK MECHANISM

Fig. 133: Identifying Trunk Lid Lock Mechanism Screws

Remove:
 the sill molding in the cargo compartment by lifting it straight up

 6 hidden clips
 2 guides
Unplug the sill molding connectors.
Remove:
 the 4 screws
 the connectors (1).
Fig. 134: Identifying Lock Mechanism Cable

Detach the lock cable from the lock mechanism.
INSTALLATION
INSTALLING THE TRUNK LID LOCK MECHANISM
Install:
 the lock cable to the lock mechanism

 the lock mechanism
 the 4 M8 screws and tighten
 the connectors
 the sill molding connectors
 the sill molding in the cargo compartment.
EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID
see EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID

PREPARATORY WORK
Fig. 135: Lowering Roof

The roof should be down.
REMOVAL
REMOVING THE TAIL LIGHTS AND TRUNK LID HANDLE

Fig. 136: View Of Trunk Lid Tail Light Screws

Remove:
 the trunk lid tail lights as described in, see HIGH MOUNTED STOP LAMP
 the 6 screws of the upper tail light (2 on each side).
Fig. 137: Locating Trunk Lid Handle Screws

Remove:
 the 4 M6 screws of the trunk lid handle

 the connector.
Lift up and trunk lid handle and angle it out.
Thread the connector through the trunk lid.
REPLACING HANDLE INTERIOR
Lift the interior straight up.
REPLACING THE TRUNK OPENING HANDLE/SWITCH.
Remove:
 6 screws for license plate lighting

 the trunk opening handle
Move the handle/switch straight up
INSTALLATION
INSTALLING THE TRUNK HANDLE
Install the components in reverse order.
FRONT DOOR, INTERIOR HANDLE CABLE
REMOVAL
REMOVING THE LOCK MECHANISM
Remove the lock mechanism as described in, see DOOR LATCH, FRONT DOOR.
Fig. 138: Identifying Front Door Interior Handle Cable

INSTALLATION
INSTALLING THE LOCK MECHANISM
FRONT DOOR, HANDLE INTERNAL
REMOVAL
REMOVING THE INTERIOR HANDLE, FRONT DOOR
Fig. 139: Identifying Front Door Internal Handle Connectors

Remove:
 the door panel as described in, see PANEL FRONT DOOR

 the 2 connectors (1)
 the 3 star washers (2)
 the fusion rivet (3)
HINT: Use a knife to carefully cut away the rivet head.

Pull and coax off the handle from the door panel.
Fig. 140: Identifying Front Door Internal Handle Speaker Grille

Transfer:
 the small speaker grille (1), 9 catches

 the lock indicator light (2) with bayonet fastener
 the switch (3), 2 catches
INSTALLATION
INSTALLING THE INTERIOR HANDLE, FRONT DOOR
Install:
 the handle on the door panel

Fig. 141: View Of Front Door Internal Handle Washers

 the 4 star washers

 the connectors, x2
 the door panel as described in, see PANEL FRONT DOOR .
FRONT DOOR, HANDLE OUTER
PREPARATORY WORK
REMOVING THE BATTERY LEAD (ONLY VEHICLES WITH KVM)
Disconnect the battery negative lead. See: BATTERY DISCONNECTING AND CONNECTING .
REMOVAL
REMOVING THE OUTSIDE HANDLE FRONT SIDE DOOR

Fig. 142: Identifying Access Hole for Outside Handle, Front Door
Remove the cover in the end of the door.
Fig. 143: Identifying Handle, Lock Cylinder And Rubber Seal

Slacken off the screw for the lock cylinder.
NOTE: Only slacken off the screw 4 turns. Otherwise the screw may fall down into the
door.
Remove:
 the lock cylinder

 the rubber seal.
Work the handle loose from the door.
Only vehicles with KVM
Fig. 144: Removing The Outside Handle, Front Door with KVM
NOTE: Before disconnecting the connector, pull it forwards and secure in parking
position (1). Otherwise the connector may fall into the door and be difficult to
retrieve.
Remove:
 the connector
 the handle.
INSTALLATION
INSTALLING THE OUTSIDE HANDLE FRONT SIDE DOOR

Fig. 145: Exploded View Of Outside Handle

Install:
 the connector (only vehicles with KVM). Disconnect the connector from the stationary position so that it
enters the door
 the rubber seal
 the handle
 the screw for the lock cylinder. Tighten. See: TIGHTENING TORQUE
 the cover in the end of the door.
Check the function of the handle.
LIFTGATE LOCK CYLINDER (2006-2007)
REMOVING THE CENTER CONSOLE
Remove the center console. See FLOOR CONSOLE .
Fig. 146: View Of Pop Rivet

Drill out the pop rivet
REMOVING THE LOCK CYLINDER

Fig. 147: Identifying Lock Cylinder

Turn the lock sleeve 1/4 turn counterclockwise and move the housing down (bayonet mounting). Cut the cable
to the lock sleeve. Lift the lock cylinder straight up.
INSTALLATION
Install:

 lock sleeve cable
 the lock sleeve. Turn it 1/4 turn clockwise (bayonet mounting)
 pop rivet
LIFTGATE LOCK CYLINDER (2008-2012)
REMOVAL
REMOVING THE CENTER CONSOLE
Remove the center console. See FLOOR CONSOLE .
Fig. 148: View Of Pop Rivet

Drill out the pop rivet

Fig. 149: Identifying Lock Cylinder

Turn the lock sleeve 1/4 turn counterclockwise and move the housing down (bayonet mounting). Cut the cable
to the lock sleeve. Lift the lock cylinder straight up.
INSTALLATION
Install:

 lock sleeve cable
 the lock sleeve. Turn it 1/4 turn clockwise (bayonet mounting)
 pop rivet
LOCK CYLINDER, DOOR (2006-2010)

Fig. 150: View Of Removing Door Lock Cylinder

NOTE: Do not loosen the bolt more than 4 turns.
Fig. 151: Identifying Door Lock Cylinder

LOCK CYLINDER, DOOR (2011-2012)
NOTE: Only the driver's door has a lock cylinder.
REMOVAL

Fig. 152: Identifying Access Hole for Outside Handle, Front Door
Remove the cover in the end of the door.
Fig. 153: Removing Lock Cylinder, Handle And Rubber Seal

Slacken off the 1 screw for the lock cylinder.
NOTE: Only slacken off the screw 4 turns. Otherwise the screw may fall down into the
door.
Pull the lock cylinder straight out.
Remove the cover over the lock cylinder.
HINT: Use a weatherstrip tool.
INSTALLATION
INSTALLING THE LOCK CYLINDER
Fig. 154: Exploded View Of Outside Handle

Install:

 the cover
 the screw for the lock cylinder. Tighten. See: TIGHTENING TORQUE
 the cover in the end of the door.
Check the function of the handle.
Check the function of the lock.
LOCK MOTOR, TAILGATE
REMOVAL
Remove panel luggage compartment lid lower, see PANEL LUGGAGE COMPARTMENT LID LOWER
Fig. 155: View Of Tailgate Lock Motor Screws

Torque: M5
5 Nm
INSTALLATION
LUGGAGE COMPARTMENT LID RELEASE CABLE
REMOVAL
REMOVING THE SIDE PANEL
Remove the side panel on the left side of the rear seat. See SIDE PANEL REAR SEAT .
REMOVING THE COVER PLATE

Fig. 156: View Of Cover Plate Screws

Move aside the insulating mat.
Remove:
 the 14 M8 screws of the cover plate

 the cable harness clips
 the cover plate connectors
 the styrofoam.

REMOVING THE CABLE.
Remove:
 the side panel on the left side of the cargo compartment. See SIDE PANEL LOADSPACE
 the trunk lid lock mechanism. See DOOR LATCH, LUGGAGE COMPARTMENT LID
 the trunk lid lock cylinder. See LIFTGATE LOCK CYLINDER (2006, 2007) or LIFTGATE LOCK
CYLINDER (2008, 2009, 2011, 2012).
NOTE: Note the routing of the mechanical cable.
Detach the clip mountings in the body.
HINT: Secure the new cable in the old before it is removed. Allow the new cable to follow along when the
old one is removed.
Pull out the cable rearward in the vehicle.
INSTALLATION
SIDE DOOR WITH OPERATION

DOOR PANEL
REMOVAL
Fig. 158: Identifying Door Hinge Screws

Remove:
 the external handle, see HANDLE OUTER DOOR FRONT

 Front side door window, see WINDOW, FRONT DOOR.
 the weatherstrip. Make sure that it does not bend.
 the wind noise strip in the front edge of the door
 door stop mounting at the A-post
 the door from the car at the hinges, 4 M8
REMOVING THE DOOR SHELL
Detach the frame from the door shell by grinding off the edge.
INSTALLATION
INSTALLING THE DOOR SHELL

Fig. 159: Identifying Body Adhesive (P/N 116 1524) To The Door Frame
Fig. 160: View Of Mounting Door Shell

Grind surfaces to be glued until they are matte. See illustration.
Apply body adhesive, part no. 116 1524, to the door frame as shown in the illustration. Press against the seam
with a counterhold pressed hard against the door shell.
Check the fit by mounting the door to the vehicle. This should be done before the glue hardens.
Seal the door shell against the frame, see BODY SEAL, SEALING DIAGRAM .
FINISHING
Fig. 161: Identifying Door Hinge Screws

Install:

 front side door window as described in, see WINDOW, FRONT DOOR.
 the weatherstrip
 the external handle as described in, see HANDLE OUTER DOOR FRONT
 the hinges with 4 M8. Use the color marking of the old door for rough adjustment.
Adjust the door as per door adjustment; tighten, see TIGHTENING TORQUE .
Rustproof, see RUSTPROOFING .
DOOR STOP FRONT SIDE DOOR
REMOVAL
Fig. 162: Identifying Front Door A-Post Nuts

Remove:
 the speaker as described in, see LOUDSPEAKER, SIDE DOOR FRONT

 the screw (1) from the A-post
 the 2 nuts (2) from the front edge of the door.
Pull out the door stop through the speaker aperture.
INSTALLATION
Install:
 the door stop

 the 2 M6 nuts
 the M8 screw.
 the speaker as described in, see LOUDSPEAKER, SIDE DOOR FRONT (2011) .
FRONT DOOR
REMOVAL
Fig. 163: Identifying Front Door Cable Harness

Remove:
 the 4 screws of the speaker

 the lift mechanism. See LIFT MECHANISM, FRONT DOOR
 the door mirror. See REAR VIEW MIRROR EXTERNAL
 the external handle as described in, see HANDLE OUTER DOOR FRONT
 the lock mechanism. See DOOR LATCH, FRONT DOOR
 the cable harness as shown in the illustration
 the 2 nuts and 1 screw of the door stop
 the wind noise strip in the front edge of the door.
INSTALLATION
Install:

 the door of the car. Use the color marking of the old door for rough adjustment
 the cable harness

 the two nuts and one screw of the door stop
 the door mirror, see REAR VIEW MIRROR EXTERNAL
 the external handle, see HANDLE OUTER DOOR FRONT
 the lock mechanism, see DOOR LATCH, FRONT DOOR
 the lift mechanism, see LIFT MECHANISM, FRONT DOOR
 the speaker (4 screws)
HINGE SIDE DOOR FRONT
see HINGE SIDE DOOR FRONT
HINGE SIDE DOOR FRONT
REMOVAL
REMOVING HINGES
Fig. 164: Locating Screws And Connector

Remove:
 the 2 screws (1)

 the screw (2) for the door stop.
Unhook the door from the hinges.
Remove the connector (3) from the A-post.

Fig. 165: Removing Screws

Remove the hinge halves from the door frame.

Fig. 166: Locating Cutoff Points


Remove the hinge halves from the A-post.
INSTALLATION
INSTALLING HINGES
Install:
 the hinge halves on the A-post on the respective door frame

 the 8 M8 screws.
Hang the door on the hinges.
Align the door to the vehicle.
WELDING HINGES
Fig. 168: Identifying Seam Weld Location

GLUING HINGES
Fig. 169: Identifying Glue Location

When gluing the hinge (1), use adhesive with part number: 116 1767.
Install:
 the connector on the A-post

 the 2 M8 screws to lock the hinge halves
 the 1 screw for the door stop.
TRUNK LID, TAILGATE WITH HINGE AND SUPPORT

CABLE CARGO COMPARTMENT LOCKING FRONT EDGE
REMOVAL
REMOVING THE FRONT LOCK CABLE

Remove the electric motor. See: LOCK MOTOR TAILGATE.
Detach and move to one side.
 the hydraulic cylinders. See: LUGGAGE COMPARTMENT LID LIFT CYLINDER.
NOTE: There is no need to detach the hydraulic hoses from the cylinder.
Fig. 170: Identifying Trunk Lid Catch Screws

Set up the trunk lid as shown in the illustration using the lock cylinder in the cargo compartment.
Remove:
 the 1 x M8 screw each side

 the front catch of the trunk lid
 the 4 M4 screws on each side
Move the wire and catch from the hinge.
Fig. 171: Identifying Harness Screws

Remove the 2 M5 screws.
Detach the cable from the cable harness and hydraulic hoses.
NOTE: Be careful of the retainers.

Angle out the cable from the cargo compartment.
INSTALLATION
INSTALLING THE CABLE OF THE FRONT CATCH
Ensure that the catch is in its rearmost position.
CARGO COMPARTMENT, UPPER
REMOVAL
Remove the upper panel on the trunk lid. See LUGGAGE COMPARTMENT LID TRIM PANEL .
NOTE: Mark the location of all components to facilitate installation.
Remove:
 GPS and phone antenna, see ANTENNA, GLOBAL POSITIONING SYSTEM MODULE (GPS)
 parcel shelf, see PARCEL SHELF
 external handle on trunk lid, see EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID
 the cable harness
Fig. 172: Cargo Compartment, Upper Remove/Install Components (1 of 5)





INSTALLATION
Adjust the trunk lid as described in, see LUGGAGE COMPARTMENT LID .
HINGES TAILGATE AND TRUNK LID
REMOVAL
Remove the panel on the trunk lid as described in, see PANEL LUGGAGE COMPARTMENT LID
LOWER .
Detach and move aside the gas spring as described in, see LUGGAGE COMPARTMENT LID STRUT.
Fig. 177: View Of Roof In The Service Position

Remove the panel as described in, see LUGGAGE COMPARTMENT LID TRIM PANEL .
Fig. 178: Identifying Trunk Lid Catch Screws

Set up the trunk lid as shown in the illustration using the lock cylinder in the center console compartment.
NOTE: Mark all components to facilitate installation.
Remove:
 the M8 screw (1)

Detach and move the wire and catch from the hinge.
Detach and move the hall sensor, 2 pieces, from the hinge on the left side.

Remove:
 the side panel in the rear seat as described in, see SIDE PANEL REAR SEAT
 the hinge on the trunk lid as described in, see LUGGAGE COMPARTMENT LID REAR HINGE.
Fig. 180: View Of Removed Trunk Lid Hinge

Detach and move aside the hydraulic hoses and the cable harness from the front hinge.
Remove:
 the safety catch for the front hinge; counterhold and release it carefully
 the inner and outer weatherstrip on the rear door window.
Fig. 181: Locating Nuts And Screws

 the 2 M6 nuts
 the 6 M6 screws
 the M8 screw.
Fig. 182: Identifying Hinge Screws

Release the hinge from the hall sensor and wiring.
Remove:
 the 2 M6 screws
 the M8 screw.
Angle out the hinge from the body.
For transferring the gas spring, see LUGGAGE COMPARTMENT LID STRUT.
INSTALLATION
LICENSE PLATE PANEL
REMOVAL
Remove the inner panel. See PANEL LUGGAGE COMPARTMENT LID LOWER
Fig. 183: View Of Rear Lock Screws

Remove the cable mounting for the rear lock.

Fig. 184: Identifying License Plate Panel Screws

Fig. 185: Removing License Plate Panel

INSTALLATION
Adjust the trunk lid, see LUGGAGE COMPARTMENT LID .
Rustproof, see RUSTPROOFING .
LUGGAGE COMPARTMENT LID LIFT CYLINDER

REMOVAL
LOWER .
Fig. 186: View Of Luggage Compartment Lid

PRESSURE RELIEF .
NOTE: Jiggle the trunk lid a few times to get the hydraulic fluid out of the cylinder.

Secure with 2 cable ties.

Fig. 188: View Of Cylinder Retaining Clips

Remove
 the upper and lower cylinder retaining clips

Fig. 189: Identifying Cylinder Components

 the lower shaft (1)

 the cable tie (2).
Pull off the cylinder from the upper shaft (3).


INSTALLATION
LUGGAGE COMPARTMENT LID REAR HINGE

REMOVAL
REMOVING THE REAR HINGE OF THE TRUNK LID
LOWER .
Release and move aside the gas springs on the trunk lid. See LUGGAGE COMPARTMENT LID STRUT.
Fig. 191: Identifying Hinge Nuts

NOTE: Mark all parts to facilitate reinstallation.
Remove the 2 x M6 nuts each side.
Release the hinge and trunk lid from the hydraulic hoses, the wiring and the hall sensors.
Fig. 192: Identifying Upper And Lower Cylinder Lock Clip

Remove:
 the upper and lower lock clip of the cylinder

 the lower shaft.
Detach and move aside the hydraulic cylinder of the trunk lid.
Fig. 193: Identifying Hinge Nuts And Screws

Remove:
 the 3 M6 nuts on each side

 the 2 x M6 screws each side.
Fig. 194: View Of Trunk Lid On Stand

Place the trunk lid on a stand.

Fig. 195: Secure Front Hinge Of Trunk Lid

Secure the front hinge of the trunk lid.

Fig. 196: Identifying Hinge Screws

Remove:
 the 2 x M8 screws
Angle out the hinge.
NOTE: Be aware of the location of the hydraulic hoses and cable harnesses.
INSTALLATION
INSTALLING THE REAR HINGE OF THE TRUNK LID
FINISHING
LUGGAGE COMPARTMENT LID SIDE LATCH
REMOVAL

Fig. 198: View Of Luggage Compartment Lid Side Latch Nuts

INSTALLATION
LUGGAGE COMPARTMENT LID STRUT
PREPARATORY WORK
Fig. 199: View Of Open Trunk Lid

Open the trunk lid all the way.
REMOVAL
Fig. 200: Identifying Upper And Lower Gas Spring Retainers

Detach the upper and lower retainers.
HINT: Use a small flat chisel.
WARNING: Replace one gas spring at a time.
INSTALLATION
TONNEAU COVER
PREPARATORY WORK
Fig. 201: Identifying Position Of Component

REMOVAL
REMOVING THE OUTER REAR SHELF

Fig. 202: Identifying Outer Rear Shelf Screws

Remove the screws - 2 per side.
INSTALLATION
INSTALLING THE OUTER REAR SHELF
TONNEAU COVER LIFT CYLINDER
REMOVAL
Fig. 203: Identifying Cylinder Retainers

Remove:
 the 2 retainers
Fig. 204: View Of Tonneau Cover Lift Cylinder


 the 2 retainers of the hydraulic hoses.
INSTALLATION

WEATHERSTRIP, CARGO COMPARTMENT
Materials
Butyl tape 1161782
Sealing compound 1161235
REMOVAL
Fig. 206: View Of Cargo Compartment Weatherstrip (1 of 2)

Fig. 207: View Of Cargo Compartment Weatherstrip (2 of 2)

INSTALLATION

Use: Butyl tape, 1161782
Fig. 209: View Of Sealing Compound (1161235) In Weatherstrip

Use: Sealing compound, 1161235

Fig. 210: Identifying Sealing Compound (1161235)


Use: Butyl tape, 1161782
Fig. 212: View Of Cargo Compartment Weatherstrip

TANK HATCH
DOOR LATCH, FUEL FILLER DOOR
REMOVAL
REMOVING THE ELECTRIC MOTOR
Fig. 213: Identifying Fuel Filler Cap And Electric Motor

Open the fuel filler flap.
Remove:
 the side panel in the cargo compartment as described in, see SIDE PANEL LOADSPACE
 the plastic nut, x1.
Fig. 214: Removing Electric Motor

Move aside the insulation.
Remove:
 the electric motor through the opening

 the connector, x1.
INSTALLATION
INSTALLING THE ELECTRIC MOTOR
NOTE: Make sure that the emergency opening cord lies at the tail light.
HINT: If emergency opening the fuel filler flap, remove the cover in front of the tail light.
HINT: Find the emergency opening cord and pull it toward the rear of the vehicle.
FUEL TANK FILLER COVER
REMOVAL
REMOVING THE FUEL FILLER FLAP

Open the fuel filler flap.
Fig. 215: Identifying Fuel Filler Flap Retainer

Remove:
 the 2 M6 screws
 the fuel filler flap retainer (1).
Move the fuel filler flap back and then out.
INSTALLATION
INSTALLING THE FUEL FILLER FLAP
WINDOW LIFT
ELECTRIC MOTOR, LIFT MECHANISM, FRONT DOOR
REMOVAL
REMOVING THE ELECTRIC MOTOR WINDOW LIFT MECHANISM

Fig. 216: Identifying Electric Motor Window Lift Mechanism Screws

CAUTION: The control module and the electric motor must not be separated.
Remove:

 the 3 screws
 the lift motor.
INSTALLATION
INSTALLING THE ELECTRIC MOTOR WINDOW LIFT MECHANISM
NOTE: for tightening torques, see: TIGHTENING TORQUE
Install:
 the lift motor

 the 3 x M6 screws. Tighten.
ORDERING SOFTWARE
NOTE: The control module must be programmed after replacing the lift motor.
Program the control module on the driver's side. See: 30739648 .
Program the control module on the passenger side. See: 30739647 .
Initiate the window regulator.
ELECTRIC MOTOR, LIFT MECHANISM, SIDE WINDOW REAR
REMOVAL
Remove the window lift mechanism, rear side window, see POWER DOOR WINDOW REAR
Fig. 217: Identifying Rear Side Window Lift Mechanism Screws

Torque: M6
10 Nm
INSTALLATION
Perform power window motor, initiation, see DOOR WINDOW MOTOR INITIALIZATION
LIFT MECHANISM, FRONT DOOR
REMOVAL
REMOVING THE WINDOW REGULATOR MECHANISM, FRONT DOOR
Fig. 218: Identifying Front Door Window Regulator Mechanism Screws

Remove:
 the window of the front door as described in, see WINDOW, FRONT DOOR.
 the electric motor for the front door window regulator as described in, see ELECTRIC MOTOR, LIFT
MECHANISM, FRONT DOOR
 the door mirror. See: REAR VIEW MIRROR EXTERNAL

 the guide strip of the front regulator rail
 2 M8 nuts and 1 M6 nut.
Release the catches of the cable housing and insert it in the door.
Fig. 219: Locating Rear Regulator Rail

Angle out the rear regulator rail (1), the cable housing and cables (2) plus the front regulator rail (3) through the
opening in the door.
INSTALLATION
INSTALLING THE WINDOW REGULATOR MECHANISM, FRONT DOOR

Install:
 the regulator mechanism with cable housing

 the guide strip of the front regulator rail
 the electric motor for the front door window regulator as described in, see ELECTRIC MOTOR, LIFT
MECHANISM, FRONT DOOR
 the door mirror as described in, see REAR VIEW MIRROR EXTERNAL
 the window of the front door (2 screws) as described in, see WINDOW, FRONT DOOR. .
Adjust the front window as described in, see WINDOW, SIDE DOOR, ADJUSTMENT .
POWER DOOR WINDOW, REAR
REMOVAL
REMOVING THE REGULATOR MECHANISM

Fig. 220: Removing Regulator Mechanism

Remove the side window as described in, see REAR SIDE WINDOW .
Undo the 3 M6 nuts.
Unplug the regulator motor connector.
Lift out the regulator mechanism.
CAUTION: Note the positions of the adjuster screws. Use these to make a basic
adjustment of the new regulator mechanism.
TRANSFERRING THE ELECTRIC MOTOR

Fig. 221: Identifying Screws Holding Electric Motor In Regulator Mechanism

Remove the 3 screws holding the electric motor in the regulator mechanism.
INSTALLATION
INSTALLING THE REGULATOR MECHANISM
Guide in the regulator mechanism.
NOTE: Make sure that the 3 adjuster screws are correctly positioned.
Install:
 the 3 M6 nuts and tighten.

 the connector
 the side window as described in, see REAR SIDE WINDOW .

ACCESSORIES AND BODY, CAB Doors And Lids - Diagnostic Trouble Codes and Associated Procedures
Doors And Lids - Diagnostic Trouble Codes and Associated Procedures
DDM-0027: LED, CAMERA MODULE OPEN CIRCUIT (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM-0027
Condition
In vehicles equipped with BLIS-system, there is a camera mounted in each external rearview mirror. The Driver
door module (DDM) communicates with the camera on the driver's side of the vehicle via LIN communication.
The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers an open-circuit in the
cable for powering the LED.
Substitute Value
 None.
Possible Source
 Open-circuit in the power supply cable.

 The LED is not connected.
Fault symptom[s]
 LED does not light

 Message in information display
OPEN CIRCUIT
The LEDs should flash three times whenever the Blind Spot Indication System (BLIS) is activated.
Check the function of the LEDs by starting the engine.
Did the LED flash three times?
 YES
 NO
CHECKING THE WIRING

Fig. 2: Identifying Connectors Disconnected

 Ignition off.
Unplug the LED connector and check that the LED is intact.
Check the signal cable between the camera and the connector LED terminal #1. Check for an open-
circuit.
Check the signal cable between the camera and the connector LED terminal #3. Check for an open-
circuit.
Other information

Fig. 3: Identifying LED Terminal

Fig. 4: Identifying Sideview Mirror Blind Spot Indication System (BLIS)

 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
The Driver door module (DDM)/Passenger door module (PDM) has previously registered a fault but the fault
no longer occurs. The diagnostic trouble code (DTC) was probably caused by an intermittent fault. If the
diagnostic trouble code (DTC) does not recur no further corrective action is required. The fault is evaluated
depending on how it occurs.
INFORMATION
DDM-002B: CAMERA MODULE INTERNAL FAILURE (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM-002B
Condition
The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers that the internal
components in the camera in the driver's door do not function.
Substitute Value
 None.
Possible Source
 Internal fault in the camera in the driver's door.

Fault symptom[s]

INTERNAL FAULT
 YES
 NO
Refer to REPLACING A COMPONENT
REPLACING A COMPONENT
The control module has registered an internal fault in the camera module.
Replace the Left/right camera modules (LCM/RCM).
Other information


 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
DDM-002D: GLOBAL OPEN/CLOSE SWITCH. STUCK IN ACTIVE POSITION

(2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM-002D
Condition
The diagnostic trouble code (DTC) is stored if the control module registers that the button for both
opening/closing is depressed for more than 60 seconds.
Fig. 10: Identifying Global Open/Close Switch

Substitute Value
None.
Possible Source
Button has jammed in the pressed in position.
Damaged button for both opening/closing.
Fault symptom[s]
Power windows not working
STUCK IN THE ACTIVE POSITION
A condition of fault tracing is that the Diagnostic Trouble Code (DTC) is not generated because the button for
both opening/closing has been held in for too long.
If the fault is intermittent, it has been registered previously but is no longer present. Intermittent faults can occur
for a number of different reasons. The fault is evaluated depending on how it occurs.
In the event of a permanent fault, replace the control panel for the Driver door module (DDM).
Other information
 see ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR


 Continue
VERIFICATION


 Ignition off.
 Ignition on.
Check that the control for both opening/closing functions.
HINT: Check the function of the button by clicking the VCT2000 symbol.
Fig. 14: Identifying VCT2000 Diagnostic Tool Symbol In VIDA


Is the button working?
 YES
 NO
INFORMATION
DDM-002F: CAMERA MODULE VOLTAGE SUPPLY SIGNAL TOO LOW

(2008-2012)
SIGNAL TOO LOW
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Check the cable between the Driver door module (DDM)/Passenger door module (PDM) terminal #B3
(#23) and the left/right camera control module (LCM/RCM). Check for a short-circuit to ground.
Other information

 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
DDM-003A: CAMERA MODULE VOLTAGE SUPPLY SIGNAL TOO HIGH

(2008-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM-003A
Condition
In vehicles equipped with BLIS-system, there is a camera mounted in each external rearview mirror. Driver
door module (DDM) supplies voltage to the camera on the driver side of the vehicle.
The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers too high a signal in the
cable for powering the camera.
Substitute Value
 None.
Possible Source
 The voltage feed cable is short-circuited to voltage.
Fault symptom[s]

SIGNAL TOO HIGH
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Check the cable between the Driver door module (DDM)/Passenger door module (PDM) terminal #B3
(#23) and the left/right camera control module (LCM/RCM). Check for a short-circuit to supply voltage.
Other information

 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
DDM-6E01: MIRROR MOTOR. SHORTED TO SUPPLY (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6E01
Condition
Fig. 26: Identifying Door Mirror

The diagnostic trouble code (DTC) is stored if power door mirror motor, down, is activated at the same time as
the control module registers voltage in the cable.
Substitute Value
 None.
Possible Source
 There is a short-circuit to supply voltage in signal cable MUD (Mirror Up and Down).
Fault symptom[s]
 Door mirror control does not function.
SHORT-CIRCUIT TO SUPPLY VOLTAGE
CHECKING FOR A SHORT-CIRCUIT
Check the signal cable from control module terminal #B8 (#28) to the power mirror. Check for a short-circuit to
supply voltage.
Replace the signal cable if a fault is found.
Try replacing the power door mirror if no fault is found.
Other information:


 Continue
VERIFYING DOOR MIRROR
VERIFICATION


 Ignition off
 Ignition on.
Check that the door mirrors can be operated.
Do the controls for the power door mirror function?
 YES
VERIFIED: Troubleshooting has been completed.

 NO
INFORMATION
DDM-6E02: MIRROR MOTOR. GROUND (GND) SHORT (2008-2012)

Condition

The diagnostic trouble code (DTC) is stored if power door mirror motor, up, is activated at the same time as the
control module registers a short-circuit to ground in the cable.
Substitute Value
 None.
Possible Source
 There is a short-circuit to ground in signal cable MUD (Mirror Up and Down).
Fault symptom[s]
SHORT-CIRCUIT TO GROUND
ground.
Other information:


 Continue
Refer to VERIFYING DOOR MIRROR
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-6E03: MIRROR MOTOR. OPEN CIRCUIT (2008-2012)

Condition

The diagnostic trouble code (DTC) is stored if the control module registers an open-circuit in the signal to the
door mirror motor, up or down, at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MUD (Mirror Up and Down)

 Blown fuse.
Fault symptom[s]
OPEN-CIRCUIT
CHECKING FOR AN OPEN-CIRCUIT
Check the signal cable between from control module terminal ##B8 (#28) to the power mirror. Check for an
open-circuit.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

The diagnostic trouble code (DTC) is stored if power door mirror motor, right, is activated at the same time as
the control module registers that there is voltage in the cable.
Substitute Value
 None.
Possible Source
 There is a short-circuit to supply voltage in the signal cable for MLR (Mirror Left and Right).
Fault symptom[s]
 Power door mirror control does not function.
supply voltage.
Try replacing the door mirror if no fault is found.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

The diagnostic trouble code (DTC) is stored if power door mirror motor left is activated at the same time as the
Substitute Value
 None.
Possible Source
 There is a short-circuit to ground in signal cable MLR (Mirror Left and Right).
Fault symptom[s]
ground.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

door mirror motor, right or left, at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MLR (Mirror Left and Right)

 Blown fuse.
Fault symptom[s]
OPEN-CIRCUIT
Check the signal cable from control module terminal ##B9 (#29) to the power mirror. Check for an open-
circuit.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

The diagnostic trouble code (DTC) is stored if power door mirror motor, retraction, is activated at the same time
as the control module registers voltage in the cable.
Substitute Value
 None.
Possible Source
 Short-circuit to supply voltage in signal cable MF (Mirror Fold).
Fault symptom[s]
Check the signal cable from control module terminal #B10 (#30) to the power mirror. Check for a short-circuit
to supply voltage.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

The diagnostic trouble code (DTC) is stored if power door mirror motor, retraction, is activated at the same time
as the control module registers a short-circuit to ground in the cable.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in signal cable MF (Mirror Fold).
Fault symptom[s]
to ground.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

door mirror motor, retraction, at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MF (Mirror Fold)

 Blown fuse.
Fault symptom[s]
OPEN-CIRCUIT
Check the signal cable between from control module terminal ##B10 (#30) to the power mirror. Check for an
open-circuit.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-8002: MIRROR HEATER. GROUND (GND) SHORT (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-8002
Condition

The diagnostic trouble code (DTC) is stored if power door mirror heater is activated at the same time as the
Substitute Value
 None.
Possible Source
 Short-circuit to ground in the signal cable.
Fault symptom[s]
 The power door mirror heater does not function.
CHECKING THE COMPONENT
Check the connector. Check for contact resistance and oxidation.
to ground.
Other information:

MODULE (DDM/PDM)

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the status of the door mirror heater by clicking on the VCT2000 symbol.
Check that the door mirror heater can be activated and deactivated. Press the button for the rear
windshield defroster on the climate control system.

Is the function OK?
 YES
 NO
INFORMATION
DDM-8003: MIRROR HEATER. SHORTED TO SUPPLY (2008-2012)

Condition

The diagnostic trouble code (DTC) is stored when the door mirror heater is activated and the control module
registers at the same time an open-circuit in the cable, or voltage in the cable.
Substitute Value
 None.
Possible Source
 Open-circuit in the signal cable

 Short-circuit to supply voltage in the signal cable.
Fault symptom[s]
 The power door mirror heater does not function

 The battery discharges.
SHORT-CIRCUIT TO SUPPLY VOLTAGE / OPEN-CIRCUIT
to supply voltage.
Check the signal cable between from control module terminal #B11 (#31) to the power mirror. Check for an
open-circuit.
Other information:

MODULE (DDM/PDM)

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the status of the door mirror heater by clicking on the VCT2000 symbol.

Is the function OK?
 YES
 NO
INFORMATION
DDM-8021: SIDE TURN INDICATOR. GROUND (GND) SHORT (2008-2012)

Condition

The diagnostic trouble code (DTC) is stored if the turn signal lamp in the power door mirror is activated at the
same time as the control module registers a short-circuit to ground in the cable.
Substitute Value
 None.
Possible Source
Fault symptom[s]
 The turn signal lamp in the door mirror is not functioning.
to ground.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check that the turn signal lamp in the door mirror is functioning. Manually switch the turn signal lamp on
and off using the turn signal lamp stalk.
Does the turn signal lamp work?
 YES

 NO
INFORMATION
DDM-8022: SIDE TURN INDICATOR. OPEN CIRCUIT (2008-2012)

Condition

The diagnostic trouble code (DTC) is stored when the turn signal lamp in the door mirror is activated and the
control module simultaneously registers an open-circuit in the signal cable or voltage in the signal cable.
Substitute Value
 None.
Possible Source

Fault symptom[s]
to supply voltage.
Check the signal cable between from control module terminal #B14 (#34) to the power mirror. Check for an
open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-DD11: COMMUNICATION WITH SWITCH PACK INTERNAL FAULT

(2008-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM-DD11
Condition
The Driver door module (DDM) communicates with the control panel in the driver door via LIN-
communication. The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers that
communication cannot be established with the control panel.
Fig. 80: Identifying Control Panel Buttons Switch Pack

Substitute Value
 None.
Possible Source
 Damaged control panel.

 Open circuit on signal cable.
Fault symptom[s]
 Driver door control panel does not work
INTERNAL FAULT

 Ignition on.
Check the function of the control panel buttons.

Do all the buttons operate normally?
 YES
Refer to INTERMITTENT FAULT

 NO
Refer to CHECKING THE WIRING AND COMPONENT
INTERMITTENT FAULT
diagnostic trouble code (DTC) does not recur no further corrective action is required.
The fault is evaluated depending on how it occurs.
CHECKING THE WIRING AND COMPONENT
Check the cable between the Driver door module (DDM) terminal #A13 (#13) and the control panel. Check for
an open-circuit.
Try a new control panel if no fault was found.
Other information


 Continue
Refer to VERIFYING CONTROL PANEL
VERIFYING CONTROL PANEL


 Ignition off.
 Ignition on.
Check the function of the control panel buttons.
Do all the buttons operate normally?
 YES
 NO
INFORMATION
DDM-DD20: LIN COMMUNICATION CAMERA MODULE INTERNAL FAULT

(2008-2012)
Condition
The Driver door module (DDM) communicates with the camera on the driver's side of the vehicle via LIN
communication. The diagnostic trouble code (DTC) is stored if the control module detects an internal fault in
LIN communication with the camera.
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
 YES
 NO
CHECKING THE WIRING
The control module has registered an internal fault in the camera module. Replace the Left/right camera
modules (LCM/RCM).
Other information
 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
DDM-DD21: LIN COMMUNICATION CAMERA MODULE SHORTED (2008-

2012)
Condition
communication. The diagnostic trouble code (DTC) is stored if the control module registers that the signal cable
for LIN communication with the camera has a short-circuit to supply voltage or ground.
Substitute Value
 None.
Possible Source
 Short-circuit to ground or supply voltage in LIN bus.
Fault symptom[s]

SHORTED
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Check the communication cable between the Driver door module (DDM)/Passenger door module (PDM)
terminal #B4 (#24) and the left/right camera control module (LCM/RCM). Check for a short-circuit to
ground.
Check the communication cable between the Driver door module (DDM)/Passenger door module (PDM)
terminal #B4 (#24) and the left/right camera control module (LCM/RCM). Check for a short-circuit to
supply voltage.
Other information

 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
DDM-DD22: LIN COMMUNICATION CAMERA MODULE INTERNAL FAULT

(2008-2012)
Condition
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT
DDM-DD30: COMMUNICATION WITH CAMERA MODULE INTERNAL FAULT

(2008-2012)
Condition
communication. The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers that
communication cannot be established with the camera in the driver's door.
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT
DDM-E001: CONTROL MODULE COMMUNICATION. FAULTY

COMMUNICATION (2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-E001
Condition
Fig. 94: Identifying Motor

The control modules transmit and receive information via a standardized serial communication method - CAN
(Control Area Network). The diagnostic trouble code (DTC) is stored if the control module registers serious
interference on the low speed network (CAN communication blocked).
NOTE: In the event of system communication problems, it is not possible to

communicate with the control module. Therefore it will only be possible to read
off the diagnostic trouble code (DTC) if the fault is intermittent.
Substitute Value
 The control module shuts itself off ("bus-off").
HINT: The control module will remain shut off until the power supply is broken (15, 30, X). When the
power supply is connected the control module will make a new attempt to communicate.
Possible Source
 Short-circuit between the control area network (CAN) wiring

 Open-circuit in the control area network (CAN) wiring
 Internal fault in the control module
 Internal fault in another control module in the same part of the control area network (CAN).
Fault symptom[s]
 The driver's door switch panel does not work

 Automatic window closure does not function
 Cannot be controlled with the remote control.
FAULTY COMMUNICATION (2006, 2007)
see FAULTY COMMUNICATION (2006, 2007)
FAULTY COMMUNICATION (2008-2012)
see FAULTY COMMUNICATION (2008-2012)
DDM-XXXX: UNKNOWN DIAGNOSTIC TROUBLE CODE (DTC) FOR THE

CURRENT CONTROL MODULE VERSION (2006-2012)
UNKNOWN DIAGNOSTIC TROUBLE CODE (DTC) FOR THE PRESENT CONTROL MODULE
VERSION
READING OFF DIAGNOSTIC TROUBLE CODES (DTC)


 Ignition on.
Read off the diagnostic trouble code (DTC) that is stored in the car.
Make a note of the code. Report the code to VIDA customer support.

PDM-0012: CONTROL, PASSENGER WINDOW. STUCK IN THE ACTIVE

POSITION (2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM-0012
Condition
Fig. 97: Identifying Passenger Window Control

The diagnostic trouble code (DTC) is stored if the control module registers that the power window mechanism
button has been pressed for more than 60 seconds.
Substitute Value
 None.
Possible Source
 The button has jammed in the pressed in position

 Damaged button for the power window mechanism.
Fault symptom[s]
 Passenger side power window mechanism does not operate.
see STUCK IN THE ACTIVE POSITION

PDM-0017: CONTROL, PASSENGER WINDOW. FAULTY SIGNAL (2006)

Condition
Fig. 98: Identifying Passenger Window Control

The diagnostic trouble code (DTC) is stored if the control module registers that the UP and DOWN signals for
the power window mechanism are active simultaneously.
Substitute Value
 None.
Possible Source
 Damaged switch for the power window mechanism.
Fault symptom[s]

FAULTY SIGNAL
see FAULTY SIGNAL
PDM-0024: CENTRAL LOCKING SWITCH. FAULTY SIGNAL (2008-2012)

Condition
The driver door/passenger door module (DDM/PDM) checks the signal from the central lock button. The
diagnostic trouble code (DTC) is stored if the control module registers an open-circuit in the circuit for the
central locking button.
Fig. 99: Identifying Central Locking Button

Substitute Value
 None.
Possible Source
 The central locking button is disconnected.

 Open-circuit in the circuit for the central locking button.
Fault symptom[s]
 Cannot be operated from central locking switch
FAULTY SIGNAL
see FAULTY SIGNAL
PDM-0025: LED, CAMERA MODULE SIGNAL TOO LOW (2008-2012)

Condition
In vehicles equipped with BLIS-system, there is a camera mounted in each external rearview mirror. The
Passenger door module (PDM) communicates with the camera on the passenger side of the vehicle via LIN
communication.
The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers that the cable for
powering the LED has a short-circuit to ground.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in the power supply cable.
Fault symptom[s]

SIGNAL TOO LOW
see SIGNAL TOO LOW
PDM-0026: LED, CAMERA MODULE SIGNAL TOO HIGH (2008-2012)

Condition
communication.
The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers that the cable for
powering the LED has a short-circuit to supply voltage.
Substitute Value
 None.
Possible Source
Fault symptom[s]

 LED always lit
SIGNAL TOO HIGH
see SIGNAL TOO HIGH
PDM-0027: LED, CAMERA MODULE OPEN CIRCUIT (2008-2012)

Condition
communication.
The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers an open-circuit in
the cable for powering the LED.
Substitute Value
 None.
Possible Source
 Open-circuit in the power supply cable.

 The LED is not connected.
Fault symptom[s]

OPEN CIRCUIT
see OPEN CIRCUIT
PDM-002B: CAMERA MODULE INTERNAL FAILURE (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM-002B
Condition
communication.
The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers that the internal
components in the camera in the passenger door do not function.
Substitute Value
 None.
Possible Source
 Internal fault in the camera in the passenger door.
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT
PDM-002F: CAMERA MODULE VOLTAGE SUPPLY SIGNAL TOO LOW

(2008-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM-002F
Condition
In vehicles equipped with BLIS-system, there is a camera mounted in each external rearview mirror. Passenger
door module (PDM) supplies voltage to the camera on the passenger side of the vehicle.
The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers too low signal in the
NOTE: Only troubleshoot PDM-002F if it appears in combination with PDM-0030. Delete

the diagnostic trouble code with any further action, if it appears alone.
Substitute Value
 None.
Possible Source
Fault symptom[s]

SIGNAL TOO LOW
see SIGNAL TOO LOW
PDM-003A: CAMERA MODULE VOLTAGE SUPPLY SIGNAL TOO HIGH

(2008-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM-003A
Condition
In vehicles equipped with BLIS-system, there is a camera mounted in each external rearview mirror. Passenger
door module (PDM) supplies voltage to the camera on the passenger side of the vehicle.
The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers too high signal in the
Substitute Value
 None.
Possible Source
Fault symptom[s]

SIGNAL TOO HIGH
see SIGNAL TOO HIGH
PDM-DD20: LIN COMMUNICATION CAMERA MODULE INTERNAL FAULT

(2008-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM-DD20
Condition
The Passenger door module (PDM) communicates with the camera on the passenger side of the vehicle via LIN
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT
PDM-DD21: LIN COMMUNICATION CAMERA MODULE SHORTED (2008-

2012)
Condition
communication. The diagnostic trouble code (DTC) is stored if the control module registers that the signal cable
for LIN communication with the camera has a short-circuit to supply voltage or ground.
Substitute Value
 None.
Possible Source
 Short-circuit to ground or supply voltage in LIN bus.
Fault symptom[s]

SHORTED
see SHORTED
PDM-DD22: LIN COMMUNICATION CAMERA MODULE INTERNAL FAULT

(2008-2012)
Condition
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT
PDM-DD30: COMMUNICATION WITH CAMERA MODULE INTERNAL FAULT

(2008-2012)
Condition
communication. The diagnostic trouble code (DTC) is stored if the Passenger door module (PDM) registers that
communication cannot be established with the camera in the passenger door.
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT
PDM-XXXX: UNKNOWN DIAGNOSTIC TROUBLE CODE (DTC) FOR THE

VERSION


 Ignition on.

CRM-1011: PUSHBUTTON OPEN ROOF. STUCK IN ACTIVE POSITION

(2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION CRM-1011
Condition
If Convertible Roof Module (CRM) detects that the function button for roof operation is activated for longer
than one minute, the diagnostic trouble code (DTC) is generated.
The diagnostic trouble code (DTC) can be diagnosed in ignition positions 0, I, II and III.
Fig. 102: Identifying Convertible Roof Open/Close Button

Substitute Value
 None.
Possible Source
 Accidentally long activation of the function button.

 Control button not working.
 The cable between the control button and Convertible Roof Module (CRM) is short-circuited to ground.
 Internal error in Convertible Roof Module (CRM).
Fault symptom[s]
 Lockable storage doesn't work

 Push button does not work
STUCK IN ACTIVE POSITION
CHECKING THE CONTROL
The fault code is generated when a button or switch has been pressed for a long time. No further corrective
action is required if the diagnostic trouble code (DTC) is intermittent and does not recur.
Check that the button or switch does not stick in the activated position.
Check the cable between the Convertible Roof Module (CRM) #F11 (#B31)and control roof opening for short-
circuit to ground.
Read off the relevant button or switch. Activate reading off the parameters by clicking on the VCT2000 symbol.
Check the function.
Other information
 see SWITCH TUNNEL COMPARTMENT (2006, 2007) or SWITCH TUNNEL COMPARTMENT

(2008-2012)


Fig. 105: Identifying Retractable Hardtop In Stowed Position

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Reconnect the connectors, reinstall components etc.
 Ignition on
 Read off the relevant button or switch.
Check that the function for the relevant button or switch is correct.
Read off by clicking the VCT2000 symbol.


Is the function correct?
 YES
 NO
INFORMATION
CRM-1021: PUSHBUTTON CLOSE ROOF. STUCK IN ACTIVE POSITION

(2006-2012)
Condition

Substitute Value
 None.
Possible Source

Fault symptom[s]


Check the cable between the Convertible Roof Module (CRM) #F3 (#B23) and control roof closing for short-
circuit to ground.
Check the function.
Other information

(2008-2012)



 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on


 YES
 NO
INFORMATION
CRM-1031: PUSHBUTTON LOAD AID. STUCK IN ACTIVE POSITION (2006-

2012)
Condition

Substitute Value
 None.
Possible Source

Fault symptom[s]


Check the cable between the Convertible Roof Module (CRM) #F10 (#B30) and control cargo assistance
system for short-circuit to ground.
Check the function.
Other information

(2008-2012)


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on


 YES
 NO
INFORMATION
CRM-2011: HYDRAULIC PUMP. TEMPERATURE SENSOR ERROR (2006-

2012)
Condition
If the hydraulic pump's temperature is outside the defined temperature range for convertible roof module
(CRM), the diagnostic trouble code is generated.
Fig. 122: Identifying Hydraulic Valve

Substitute Value
 None.
Possible Source
 Loose connections or contact resistance between temperature sensor in hydraulic pump and Convertible
Roof Module (CRM).
 Line in the hydraulic system has been trapped.
Fault symptom[s]
 Sun/moon/convertible roof/Hard/impossible to open/close
TEMPERATURE SENSOR ERROR
CHECKING THE WIRING AND TERMINALS


 Ignition off.
 Check the connections between the hydraulic pump and Convertible Roof Module (CRM).
 Check if any of the hydraulic lines has been trapped.
Other information
Was a fault detected in the cables or terminals?
 YES
 NO
Refer to REPLACING A COMPONENT
If no fault was found on lines or connection, this may indicate that Convertible Roof Module (CRM) has
registered an internal error.
If the fault is intermittent it means that it has been registered previously but is no longer present. Intermittent
faults can occur for a number of different reasons. The fault is evaluated depending on how it occurs. If the
malfunction reappears, replace Convertible Roof Module (CRM).
In case of permanent malfunction, replace Convertible Roof Module (CRM).
Other information

Fig. 124: Identifying Hydraulic Valve

 Continue
VERIFICATION
VERIFICATION


 Ignition off.
 Ignition on.
Check the function of the convertible roof module (CRM) by operating the roof with the control buttons.

Does operation of the roof work?
 YES
 NO
INFORMATION
CRM-2021: POSITION ENCODER 17, FRONT ROOF. SHORTED TO SUPPLY

(2006-2012)
Condition
The fault code will be set if one of the signal leads between the position sensor and the convertible roof module
(CRM) is short circuited to voltage.
Fig. 128: Identifying Convertible Roof Position Sensor

Substitute Value
 None.
Possible Source
 Short-circuit to battery voltage in the signal cable.

 Position sensor not working.
 Incorrect installation of position sensor.
Fault symptom[s]
 None or limited roof maneuvering
CHECKING DIAGNOSTIC TROUBLE CODES (DTCS)


If the malfunction is intermittent, it means that the malfunction has been registered at an earlier time but the
malfunction no longer remains. Intermittent faults can occur for a number of different reasons. The fault is
Check if the fault is permanent or intermittent.
Click on the VCT2000 symbol to read off the diagnostic trouble codes (DTCs).

Is the fault intermittent?
 YES
 NO
Refer to CHECKING THE WIRING AND SENSORS
VERIFICATION
 Ignition off.
 Ignition on.

 YES
 NO
The fault must be diagnosed and remedied. As this is not the case, the fault-tracing has failed.
Exit fault-tracing or try again.
CHECKING THE WIRING AND SENSORS

Check the cable between the position sensor and the Convertible Roof Module (CRM). Check that the position
sensor is not damaged.
 Check the cable between the Convertible Roof Module (CRM) terminal #D6 (#A36) and position sensor
17 (front roof section). Check for a short-circuit to supply voltage.
17 (front roof section). Check for a short-circuit to supply voltage.
If no malfunctions were detected when checking the signal cable, try replacing position sensor.
Other information



 YES
 NO
Refer to REPLACING THE CONTROL MODULE
REPLACING THE CONTROL MODULE
HINT: The problem is likely internal in Convertible Roof Module (CRM).

Fig. 135: Identifying Positive Cable Disconnected

 Ignition off.
 Wait 1 minute.
Cut off voltage feed to Convertible Roof Module (CRM) by removing the battery's plus cable.
Replace Convertible Roof Module (CRM).
Other information

 see BATTERY DISCONNECTING AND CONNECTING

 Continue
CRM-2022: POSITION ENCODER 17, FRONT ROOF. GROUND (GND) SHORT

(2006-2012)
Condition

The diagnostic trouble code (DTC) is generated when the signal cable between the position sensor and
Convertible Roof Module (CRM) is short-circuited to ground.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in the cable.

 Open-circuit in the signal cable to the front / rear position sensor.
Fault symptom[s]
GROUND (GND) SHORT



 YES
 NO
Refer to CHECKING THE SIGNAL CABLE
VERIFICATION
 Ignition off.
 Ignition on.

 YES
 NO
CHECKING THE SIGNAL CABLE

Check the cable between the position sensor and the Convertible Roof Module (CRM). Check for an open-
circuit. Check for a short-circuit to ground.
 Check the connector. Check for contact resistance. Check for oxidation. Check for loose connections.
17 (front roof section). Check for a short-circuit to ground or an open-circuit.
If no malfunctions were detected when checking the signal cable, try replacing position sensor.
Other information



 YES
 NO


If the fault has not been located after checking the signal lead, then it is probably an internal fault in the
convertible roof module (CRM).
 Ignition off. Wait 1 minute.

 Cut off voltage feed to Convertible Roof Module (CRM) by removing the battery's plus cable.
Other information


 Continue
CRM-2023: POSITION ENCODER 17, FRONT ROOF. INVALID POSITION

(2006-2012)
Condition

If convertible roof module (CRM) detects that the position sensor's position does not match with the expected
position, the diagnostic trouble code is generated.
The voltage to position sensor exceeds or is below approved level.
Substitute Value
 None.
Possible Source

Fault symptom[s]
INVALID COMBINATION


 Ignition on.

 YES
 NO
Refer to CHECKING THE POSITION SENSOR
VERIFICATION
 Ignition off.
 Ignition on.

 YES
 NO
CHECKING THE POSITION SENSOR
The malfunction depends either on the position sensor being damaged or incorrectly installed.
 Check the position sensor for wear and function.

 Check installation of the position sensor.
Other information

 YES
 NO
CRM-2024: POSITION ENCODER 17 (PE_FR). ACTIVATION TIMEOUT (2006-

2012)
Condition

A diagnostic trouble code is stored if position sensor 17 has not accepted an expected value within a certain
time period. The expected value depends on which movement the roof is to perform.
The diagnostic trouble code can be diagnosed in ignition positions 0, I, II and III.
If diagnostic trouble code is stored, this diagnostic trouble code is not detected.
Substitute Value
 None.
Possible Source
 Damaged position sensor.

 A position sensor has moved position.
 A mechanical part prevents the movement of the roof.
Fault symptom[s]

 Text window and warning symbol/Text message

Click on the VCT2000 symbol to read off the diagnostic trouble codes.

 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO

All checks in fault tracing are directed at position sensor 17 unless otherwise stated.
To replace the position sensors, see the "Hall sensor, roof " link under other information.
If the diagnostic trouble code is permanent, the fault is probably due to a damaged or transferred position
sensor.
Check that the position sensor is adequately secured.

 Visually check the position sensor for wear and signs of malfunctioning.
 Check that the hardtop has not been damaged in such a way that the part that the position sensor is to
detect does not come within the detection range.
In the event of signs of damage, replace position sensor.
Other information


 YES
 NO


Activate reading out of the position sensor's status by clicking the symbol for.
Check that the position sensor works by operating the roof back and forth. Check at the same time that the
position sensor's read-out value changes.
If no malfunction was found, try replacing position sensors.
NOTE: The roof must be calibrated after replacing the position sensors.
Other information
 see CALIBRATION OF POSITION SENSOR


 Continue
CRM-2031: HALL SENSOR 5. SHORTED TO SUPPLY (2006-2012)

Condition
Power consumption for hall sensor below normal value
If no hall sensor pulse is detected when the hydraulic pump for operating the convertible roof is activated, the
diagnostic trouble code is generated.
Fig. 158: Identifying Hall Sensor

Substitute Value
 None.
Possible Source
 Signal cable between the hall sensor and Convertible Roof Module (CRM) is short-circuited to voltage.
 Damaged hall sensor.
Fault symptom[s]



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO

If the diagnostic trouble code (DTC) is permanent, check the Hall sensor and wiring harness between the Hall
sensor and the convertible roof module (CRM).
 Check the cable between the Convertible Roof Module (CRM) terminal #F6 (#B26) and hall sensor 5.
Check for a short-circuit to supply voltage.
If no malfunctions were detected when checking the signal cable, try changing hall sensor.
Other information



 YES
 NO


If the fault is not found when checking the signal cable and Hall sensor, it is probably an internal fault in the
 Ignition off.
 Wait 1 minute.
Cut off voltage feed to Convertible Roof Module (CRM) by removing the battery's plus cable.
Other information


 Continue
CRM-2032: HALL SENSOR 5. SHORT TO GND, DISCONNECTED OR

INTERNAL ERROR (2006-2012)
Condition

Power consumption for hall sensor above normal value.
Substitute Value
 None.
Possible Source

 The connection is down between the hall sensor and Convertible Roof Module (CRM).
 Internal fault in the hall sensor.
Fault symptom[s]

FAULT-TRACING



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.

 YES
 NO

If the fault code is permanent, check the wiring harness between the Hall sensor and the convertible roof
module (CRM) for an open circuit or short circuit to ground.
 Check the cable between the Convertible Roof Module (CRM) terminal #F6 (#B26) and hall sensor 5.
If no defects were found on connector or cable, change hall sensor.
Other information


 YES
 NO


If the problem was not found when checking the signal cable, and change of the relevant hall sensor did not
solve the problem, the problem is likely internal in Convertible Roof Module (CRM).

Other information


 Continue
CRM-2033: HALL SENSOR 5. INVALID COMBINATION (2006-2012)

Condition

The power consumption for the hall sensor exceeds or is below the normal values for position ON and OFF.
Substitute Value
 None.
Possible Source

Fault symptom[s]

INVALID COMBINATION


 YES
 NO
Refer to CHECKING THE HALL SENSOR
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO
CHECKING THE HALL SENSOR
If the fault code is permanent, it is due to either a defective Hall sensor or an internal fault in the convertible
roof module (CRM).
 Check the Hall sensor for wear and signs of malfunctioning.
In case of damage, replace hall sensor.
Other information

 YES
 NO



If the fault has not been located after checking the Hall sensor, then it is probably an internal fault in the

Other information


 Continue
CRM-2034: HALL SENSOR 5 (SL_FR_CR). ACTIVATION TIMEOUT (2006-

2012)
Condition

A diagnostic trouble code is stored if hall sensor 5 has not accepted an expected value within a certain time
period. The expected value depends on which movement the roof is to perform.
If diagnostic trouble code CRM-C022 is stored, this diagnostic trouble code is not detected.
Substitute Value
 None.
Possible Source

 A hall sensor has moved position.
Fault symptom[s]



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO


All checks in fault tracing are directed at hall sensor 5 unless otherwise stated.
To replace the hall sensors, see the "Hall sensors, roof " link under other information.
sensor.
 Check that the hall sensor is adequately secured.

 Visually check the hall sensor for wear and signs of malfunctioning.
Other information


 YES
 NO

Check that the hall sensor works by placing a nut or screw, of a magnetic material, e. g. iron, against the sensor.
Check at the same time that the hall sensor's read-out value changes.
If no malfunction was found, try replacing hall sensor.


 Continue

Condition

Substitute Value
 None.
Possible Source
Fault symptom[s]



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO


 Check the cable between the Convertible Roof Module (CRM) terminal #E2 (#B2) and hall sensor 19.
Other information


 YES
 NO


 Ignition off.
 Wait 1 minute.
Other information


 Continue

Condition


Substitute Value
 None.
Possible Source

Fault symptom[s]

FAULT-TRACING


 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO


Other information



 YES
 NO



Other information


 Continue

Condition

Substitute Value
 None.
Possible Source

Fault symptom[s]

INVALID COMBINATION



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO
roof module (CRM).
Other information


 YES
 NO



Other information


 Continue
CRM-2044: HALL SENSOR 19 (SL_FR_C). ACTIVATION TIMEOUT (2006-

2012)
Condition

A diagnostic trouble code is stored if hall sensor 19 has not accepted an expected value within a certain time
period. The expected value depends on which movement the roof is to perform.
If diagnostic trouble code CRM-C032 is stored, this diagnostic trouble code is not detected.
Substitute Value
 None.
Possible Source

 A hall sensor has moved position.
Fault symptom[s]




 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.

 YES
 NO

All checks in fault tracing are directed at hall sensor 19 unless otherwise stated.
To replace the hall sensors, see the "Hall sensors, roof " link under other information.
sensor.
 Check that the hall sensor is adequately secured.

 Visually check the hall sensor for wear and signs of malfunctioning.
Other information


 YES
 NO

Check that the hall sensor works by placing a nut or screw, of a magnetic material, e. g. iron, against the sensor.
Check at the same time that the hall sensor's read-out value changes.
If no malfunction was found, try replacing hall sensor.



 Continue

Condition

Substitute Value
 None.
Possible Source
Fault symptom[s]



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO


Other information


 YES
 NO



Other information


 Continue

Condition


Substitute Value
 None.
Possible Source

Fault symptom[s]

FAULT-TRACING


 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO


Other information



 YES
 NO



Other information


 Continue

Condition

Substitute Value
 None.
Possible Source

Fault symptom[s]

INVALID COMBINATION



 YES
 NO
VERIFICATION
 Ignition off.
 Ignition on.
 YES
 NO
roof module (CRM).
Other information


 YES
 NO



Other information


 Continue
ACCESSORIES AND BODY, CAB Doors And Lids - Specifications, Electrical/Electronic
Doors And Lids - Specifications, Electrical/Electronic
SIGNAL DESCRIPTION, DRIVER'S DOOR MODULE / PASSENGER DOOR

MODULE (DDM/PDM) (2006-2007)
General
All the values given below are between the respective terminal in column 1 and terminal #A9 in column 2
(power ground) unless otherwise stated in brackets after the table entry.

Driver Door Module (DDM) and Passenger Door Module (PDM), connector A
Fig. 1: Identifying Door Module Connector A

SIGNAL TABLE CONNECTOR A

Breakout box Control Active/not Active/not

module active active
#1 A1 Lock motor 1 (M1) Ubat / 0 V Ubat / 0 V Active when
locking.
#2 A2 Locking motor, Ubat / 0 V Ubat / 0 V Active when
common (M2) unlocking
#3 A3 Communication cable, 2.5-3.5 V 2.5-3.5 V
control modules (CAN
H)
#4 A4 Signal from the control 0 V 0V/Ubat Active when
for power window raising the
mechanism, driver's window.
door, Up.
#5 A5 Signal from the control 0 V 0V/Ubat Active when
for power window lowering the
mechanism, driver's window.
door, Down.
#6 A6 Central locking 0V 0V/Ubat
control, locking
#7 A7 Central locking 0V 0V/Ubat
control, unlocking
#8 A8 Temperature sensor 0V Ubat / 0 V
#9 A9 Ground 0V/0V 0V/0V
Ubat / 0 V 0V/Ubat Active during
#10 A10 Lock motor 2 (M3)
deadlocking.
#11 A11 Ground (31SB) 0V/0V 0V/0V
Communication cable,
#12 A12 control modules (CAN 1.5 - 2.5 V 1.5 - 2.5 V
L)
#13 A13 5-8V 5-8V
control modules (LIN)
Ground, door lock
#14 A14 0V/0V 0V/0V
(31D)
0 V at locked 0 V at locked
position, 12 V position, 12 V
#15 A15 Status door lock (DL)
at unlocked at unlocked
position position
#16 A16 Control panel lighting 0 V Ubat
Ground, temperature
#17 A17 0V/0V 0V/0V
sensor
#18 A18 Power supply Ubat Ubat
Driver Door Module (DDM) and Passenger Door Module (PDM), connector B
Fig. 2: Identifying 14-Bit Connector

SIGNAL TABLE, CONNECTOR B

#21 B1 Ground, temperature 0V/0V 0V/0V
sensor
#22 B2 Temperature sensor 0V Ubat
#23 B3 MUD (Mirror Up 0V Ubat / 0 V Door mirror
and Down) motor, Up / Down
#24 B4 MLR (Mirror Left 0V Ubat / 0 V Door mirror
and Right) motor, Left /
Right
#25 B5 Turn signal lamp, Ubat /0 V Ubat / 0 V
door mirror
#26 B6 MF (Mirror Fold) 0V Ubat / 0 V Door mirror
motor, retraction /
deployment.
Active when
folding.
#27 B7 MC (Mirror 0V Ubat / 0 V Door mirror
Common) motor, common.
Door mirror
Not used on all
#28 B8 potentiometer, 0V 5V
cars.
reference voltage
Door mirror
Not used on all
#29 B9 potentiometer (up / 0V / 0V Between 1 - 4 V
cars.
down)
Door mirror
Not used on all
#30 B10 potentiometer (right / 0V / 0V Between 1 - 4 V
cars.
left)
Ground, door mirror Not used on all
#31 B11 0V/0V 0V/0V
potentiometer cars.
Ground, door mirror
heating, door mirror
#32 B12 0V/0V 0V/0V
lighting and turn
signal lamp (31M)
Not used on all
#33 B13 Door mirror lighting Ubat / 0 V Ubat / 0 V
cars.
#34 B14 Door mirror heating Ubat / 0 V Ubat / 0 V
Driver Door Module (DDM) and Passenger Door Module (PDM), connector C
Fig. 3: Identifying 14-Bit Connector

SIGNAL TABLE CONNECTOR C

Breakout box Control module Active/not active Active/not active
#21 C1 Passenger 0V Ubat / 0 V
window front, up
#22 C2 Passenger 0V Ubat / 0 V
window front,
down
#23 C3 Window left rear 0V Ubat / 0 V
door, up
#24 C4 Window left rear 0V Ubat / 0 V
door, down
#25 C5 Window right 0V Ubat / 0 V

rear door, up
#26 C6 Window right 0V Ubat / 0 V
rear door, down
#27 C7 Ground 0V/0V 0V/0V
Comfort open Ubat / 0 V
#28 C8 0V
close
Door mirror Ubat / 0 V
#29 C9 0V
selector
Door mirror Ubat / 0 V
#30 C10 0V
direction selector
Control lighting, Ubat / 0 V
#31 C11 0V
door mirror right
Control lighting, Ubat / 0 V
#32 C12 0V
door mirror left
Control lighting, Ubat
#33 C13 0V
door mirror
Reference Ubat
#34 C14 0V
voltage 15SB
SIGNAL DESCRIPTION, DRIVER'S DOOR MODULE / PASSENGER DOOR

General
All the values given below are between the respective terminal in column 1 and terminal #A9 in column 2
(power ground) unless otherwise stated in brackets after the table entry.

Driver door module (DDM) connector A, Passenger door module (PDM) connector A


#1 A1 Lock motor 1 (M1) Ubat /Ulow Ubat /Ulow Active when
locking.
#2 A2 Locking motor, Ubat /Ulow Ubat /Ulow Active when
common (M2) unlocking.
#3 A3 Communication cable, U = 2.5-3.5 V U = 2.5-3.5 V
control modules (CAN
H)
#4 A4 Signal from the control Ulow Ubat /Ulow Only Passenger
for power window door module
mechanism, Up. (PDM), not
connected on the
Driver door
module (DDM).
Active when
raising the
window.
#5 A5 Signal from the control Ulow Ubat /Ulow Only Passenger
for power window door module
mechanism, Down (PDM), not
connected on the
Driver door
module (DDM).
Active when
lowering the
window.
#6 A6 Central locking Ulow Ubat /Ulow

control, locking
#7 A7 Central locking Ulow Ubat /Ulow
control, unlocking
#8 A8 Temperature sensor Ulow Ubat /Ulow
#9 A9 Ground Ulow Ulow
Ubat /Ulow Ulow / Ubat Active during

#10 A10 Lock motor 2 (M3)
deadlocking.
#11 A11 Ground (31SB) Ulow Ulow
#12 A12 control modules (CAN U = 1.5 - 2.5 V U = 1.5 - 2.5 V
L)
Control modules
Communication cable, in rear doors,
#13 A13 U=5-8V U=5-8V
control modules (LIN) control panel in
driver's door.
Not connected on
Control panel driver's U Ubat the Passenger
#14 A14 low
door, voltage supply door module
(PDM).
Ulow in locked Ulow in locked
position position
#15 A15 Status door lock (DL) Ubat in Ubat in
unlocked unlocked
position position
#16 A16 U
Control panel lighting low Ubat
Ground, temperature U Ulow
#17 A17 low
sensor
Power supply control U Ubat
#18 A18 bat
module
Driver door module (DDM) connector B, passenger door module (PDM) connector B
Fig. 5: Identifying Door Module Connector B

SIGNAL TABLE, CONNECTOR B

#21 B1 Ground, temperature Ulow Ulow
sensor
#22 B2 Temperature sensor Ulow Ubat
#23 B3 Control module camera, Ulow Ubat
voltage supply
#24 B4 Communication cable, Ulow Ubat /Ulow Control
control modules (LIN) module
camera.
#25 B5 Reserve
#26 B6 Reserve
#27 B7 MC (Mirror Common) Ulow Ubat /Ulow Door mirror
motor,
common.
Door mirror
MUD (Mirror Up and Ulow Ubat /Ulow
#28 B8 motor, Up /
Down)
Down.
Door mirror
MLR (Mirror Left and Ulow Ubat /Ulow
#29 B9 motor, Left /
Right)
Right.
#30 B10 MF (Mirror Fold) Ulow Ubat /Ulow
#31 B11 Door mirror heating Ubat /Ulow Ubat /Ulow
Ground, door mirror

heating, door mirror
lighting and turn signal Ulow

#32 B12
lamp (31M)
Ubat /Ulow Ubat /Ulow Not used on
#33 B13 Door mirror lighting
all vehicles.
Turn signal lamp, door U /U Ubat /Ulow
#34 B14 bat low
mirror
Driver door module (DDM) connector C
Fig. 6: Identifying Door Module Connector B


#21 C1 Reserve
#22 C2 Reserve
#23 C3 Door mirror Ulow U=5V Not used on
potentiometer, all vehicles.
reference voltage
#24 C4 Reserve
#25 C5 Ground, door mirror Ulow Ulow Not used on
potentiometer all vehicles.
#26 C6 Reserve
#27 C7 Reserve
#28 C8 Reserve
#29 C9 Reserve
Door mirror Ulow Not used on

#30 C10 U=1-4V
potentiometer (right / all vehicles.
left)
#31 C11 Reserve
Door mirror
Ulow Not used on
#32 C12 potentiometer (up / U=1-4V
all vehicles.
down)
#33 C13 Reserve
#34 C14 Reserve
Control module left rear door/right rear door (S40 / V50 / C70)


Breakout Control Signal type Ignition off Ignition on Other
box module Active/Not Active/Not
Active when locking the
Lock motor, child safety U /U Ubat /Ulow
#1 #A1 bat low child-proof locks.
locks
Does not apply to C70.
Active during
#2 #A2 Lock motor 2 (M3) Ubat /Ulow Ubat /Ulow deadlocking.
Switch child-proof Ulow Ubat /Ulow
#3 #A3 Does not apply to C70.
locks, input signal
Switch double lock, Ulow Ubat /Ulow
#4 #A4 Does not apply to C70.
input signal
#5 #A5 Control panel lighting Ulow Ubat Does not apply to C70.
#6 #A6 LIN Communication with

control modules in front
doors.
Signal from the control
#7 #A7 for power window Ulow Ubat /Ulow Does not apply to C70.
mechanism, Up.
Signal from the control
#8 #A8 for power window Ulow Ubat /Ulow Does not apply to C70.
mechanism, Down
#9 #A9 Ground Ulow Ulow
Ubat /Ulow Ubat /Ulow Active when locking.

#10 #A10 Lock motor 1 (M1)
Locking motor, Ubat /Ulow Ubat /Ulow Active when unlocking.
#11 #A11
common (M2) Does not apply to C70.
#12 #A12 Ground 31 SB Ulow Ulow
#13 #A13 Ground 31D Ulow Ulow
#14 #A14 Reserve
#15 #A15 Reserve
#16 #A16 Reserve
#17 #A17 Reserve
Power supply control Ubat Ubat
#18 #A18
module
SIGNAL SPECIFICATION, CONVERTIBLE ROOF MODULE (CRM)

All values listed below should be measured between the respective connection in column 1 (control module
connection) and connection B1 (#A5).
Fig. 8: Identifying Connector A

CONNECTOR A
Control
Breakout box In / Pump to Pump to
module Signal type Miscellaneous
terminal Out left right
terminal
Hydraulic pump, Itype =25 A (Imax =60
#A1 A1 Out U = Ubat U=Ulow
power supply A, 200 ms)
Hydraulic pump, Itype =25 A (Imax =60
#A2 A2 Out U=Ulow U = Ubat
ground A, 200ms)
CONNECTOR B
Control
Breakout box In / Ignition
module Signal type Miscellaneous
terminal Out on
terminal
Ground to Convertible Roof Module I =25 A (Imax
#B1 A5 In U=Ulow type
(CRM) for hydraulic pump =60 A, 200 ms)
30 supply to Convertible Roof I =25 A (Imax
#B2 A6 In U = Ubat type
Module (CRM) for hydraulic pump =60 A, 200 ms)
Ground to Convertible Roof Module I =9 A (Imax =27
#B3 A7 In U=Ulow type
(CRM)/valves/electric catches A, 400 ms)
30 supply to Convertible Roof I =9 A (Imax =27
#B4 A8 Module (CRM)/valves/electric In U = Ubat type
catches A, 400 ms)
Fig. 9: Identifying Connector C

CONNECTOR C
Control module Breakout box In /

Signal type On Off Miscellaneous
terminal terminal Out
Temperature sensor, Imin =3 mA
#C1 A11 In - -
hydraulic pump (-)
Hydraulic valve 1, power U=
#C2 A12 Out U=Ulow Imax =2 A
supply (+) Ubat
supply (+) Ubat
supply (+) Ubat
supply (+) Ubat
#C6 A16 - - - - -
Temperature sensor, Imin =3 mA
#C7 A17 In - -
hydraulic pump (+)
Hydraulic valve 1, ground U=Ulow U=Ulow Imax =2 A
#C8 A18 Out
(-)
#C9 A19 Out
(-)
#C10 A20 Out
(-)
#C11 A21 Out
(-)
#C12 A22 - - - - -
Fig. 10: Identifying Connector D

CONNECTOR D
Control Breakout
In /
module box Signal type On Off Miscellaneous
Out
terminal terminal
Electric catch motor, Itype =7 A (Imax =25 A, 400 ms)
#D1 A31 Out - -
ground (-)
Lockable storage
#D2 A32 compartment, motor Out - - -
(-)
Hall sensor, electric
#D3 A33 In U=9 V U=0.7 V Pulsating Imax =20 mA
catch motor (+)
Hall sensor, electric
#D4 A34 Out U=Ulow U=Ulow Imax =28 mA
catch motor (-)
Position sensor 2,
#D5 A35 rear roof section, Out U=Ulow U=Ulow Imax =27 mA
ground (-)
Position sensor 17, Varying voltage depending on
U=0.50- U=0.50- roof position.
#D6 A36 front roof section, In
4.5 V 4.5 V Imax =11 mA
signal
Position sensor 17,
front roof section, U=Ulow Imax =16 mA
#D7 A37 Out U =5 V
supply voltage (+5
V)
#D8 A38 Spare - - - -
#D9 A39 Spare - - - -
#D10 A40 Spare - - - -
U=0.51- U=3.06- Imax =17 mA
#D11 A41 Hall sensor 12 In
1.275 V 4.335 V
Electric catch motor, Itype =7 A (Imax =25 A, 400 ms)
#D12 A42 Out - -
power supply (+)
USA/CANADA: Lockable
storage compartments
discontinued from and incl.
Lockable storage
structure week 200946.
#D13 A43 compartment, motor Out - -
OTHER MARKETS:
(+)
Lockable storage compartments
discontinued from and incl.
structure week 201020.
#D14 A44 - - - - -
#D15 A45 Spare - - - -
Position sensor 17,
#D16 A46 front roof section, Out U=Ulow U=Ulow Imax =27 mA
ground (-)
Position sensor 2, U=0.5- U=0.5- Varying voltage depending on

#D17 A47 In
rear roof section, 4.5 V 4.5 V roof position.
signal Imax =11 mA

Position sensor 2,
rear roof section, U=Ulow Imax =16 mA
#D18 A48 Out U =5 V
supply voltage (+5
V)
#D19 A49 Spare - - - -
#D20 A50 Spare - - - -
Hall sensor, power
#D21 A51 Out U = Ubat U=Ulow Imax =8 mA
supply (+)
U=0.51- U=3.06- I =17 mA
#D22 A52 Hall sensor 13 In
1.275 V 4.335 V max
Fig. 11: Identifying Connector E

CONNECTOR E
Control
Breakout In /
module Signal type Active Passive Miscellaneous
box terminal Out
terminal
U=0.51- U=3.06- Imin =2 mA
#E1 B1 Hall sensor 9 In
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- I =2 mA
#E5 B5 Hall sensor 15 In 1.275 V 4.335 V Imax =17 mA

U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
#E10 B10 Spare
#E11 B11 Spare
#E12 B12 Spare
Hall sensor, power With ignition off
#E13 B13 Out U = Ubat U=Ulow
U=0V. Itot =91 mA
supply (+), HS6, HS18
#E14 B14 supply (+), HS15, Out U = Ubat U=Ulow
U=0V. Itot =209 mA
HS16, HS19
#E15 B15 supply (+), HS3, HS7, Out U = Ubat U=Ulow
U=0V. Itot =209 mA
HS9, HS11, 12, HS13
#E16 B16 Spare
Fig. 12: Identifying Connector F

CONNECTOR F
Control
Breakout box In /
module Signal type On Off Miscellaneous
terminal Out
terminal
In /
#F1 B21 CAN H
Out
#F2 B22 Spare
Itype =15 mA
#F3 B23 Control, roof closure In U=Ulow U = Ubat
Imax =20 mA
#F4 B24 Spare (sensor 19)
U=0.51- U=3.06- Imin =2 mA
#F5 B25 Hall sensor 10 In
1.275 V 4.335 V Imax =17 mA
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
#F7 B27 Spare
In /
#F8 B28 Spare
Out
In /
#F9 B29 CAN L
Out
Itype =15 mA
#F10 B30 Control, load aid system In U=Ulow U = Ubat
Imax =20 mA
Itype =15 mA
#F11 B31 Control, roof opening In U=Ulow U = Ubat
Imax =20 mA
#F12 B32 Spare (sensor 18)
Hall sensor, power
#F13 B33 supply (+), HS1, HS5, Out U = Ubat U=Ulow Itot =91 mA
HS10
U=0.51- U=3.06- Imin =2 mA
1.275 V 4.335 V Imax =17 mA
#F15 B35 Spare
#F16 B36 Spare
Doors And Lids - Diagnostic Trouble Codes and Associated Procedures
DDM/PDM-0002 CENTRAL LOCKING BUTTON. STUCK IN THE ACTIVE

Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the central locking button has
been pressed for more than 60 seconds.
Substitute Value
 None.
Possible Source

 Damaged central locking button.
Fault symptom[s]
 Cannot be controlled using the central locking switch.
A condition of fault tracing is that the diagnostic trouble code (DTC) is not stored because the locking button
for the central locking has been held in for too long.
If the fault is permanent, replace the control panel for the central locking.
Other information:
 see SWITCH, CENTRAL LOCKING SYSTEM .


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check that the central locking system functions.
Does the central locking system function?
 YES

 NO
INFORMATION
DDM/PDM-0003 CENTRAL LOCKING BUTTON, UNLOCKING. STUCK IN THE

ACTIVE POSITION (2006-2012)
Condition

Substitute Value
 None.
Possible Source

 Damaged central locking button.
Fault symptom[s]
 Cannot be controlled using the central locking switch.
A condition of fault tracing is that the diagnostic trouble code (DTC) is not stored because the locking button
for the central locking has been held in for too long.
If the fault is permanent, replace the control panel for the central locking.
Other information:
 see SWITCH, CENTRAL LOCKING SYSTEM


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-0010 CONTROL PANEL. OPEN-CIRCUIT (2006-2012)

Condition
Fig. 9: Identifying Control Panel

The diagnostic trouble code (DTC) is stored if the control module registers an open-circuit in the signal from
the control panel for the power window mechanism.
Substitute Value
 None.
Possible Source
 The control panel for the power window mechanism is disconnected.
Fault symptom[s]
 The power window mechanism in the rear door does not operate
 The driver's side power window mechanism does not operate
OPEN-CIRCUIT (2006, 2007)
The control module has registered an open-circuit in the signal to one of the control panels in the door.
Check that the control panels are connected correctly.
DDM-0010
 Check the signal cable between control module terminal #A16 (#16) and control panel for the central
locking terminal #4. Check for contact resistance. Check for an open-circuit
 Check the signal cable between the control panel for central locking terminal #5 and the control panel for
power window mechanism terminal #10. Check for contact resistance. Check for an open-circuit
 Check the signal cable between control module terminal #A16 (#16) and the control panel for power
window mechanism terminal #10. Check for contact resistance. Check for an open-circuit.
PDM-0010
Other information:

 Continue
Refer to VERIFICATION CONTROL PANEL
VERIFICATION CONTROL PANEL
VERIFICATION


 Ignition off
 Ignition on.
Check that the central locking button is functioning and that the button lighting lights.
Check that the window controls are functioning and that the button lighting lights.
Does the button lighting light?
 YES
 NO
INFORMATION
OPEN-CIRCUIT (2008-2012)
The control module has registered an open-circuit in the signal to one of the control panels in the door.
Check that the control panels are connected correctly.
DDM-0010
PDM-0010
Other information:

 Continue
Refer to VERIFICATION CONTROL PANEL
VERIFICATION CONTROL PANEL
VERIFICATION


 Ignition off
 Ignition on.
Check that the window controls are functioning and that the button lighting lights.
Does the button lighting light?

 YES
 NO
INFORMATION
DDM/PDM-1000 CONTROL MODULE. INTERNAL FAULT (2006-2012)

Condition

The diagnostic trouble code (DTC) is stored if the control module registers that a signal has not been updated
within the set period.
Substitute Value
 The control module "Limp Home" program has been initiated.
Possible Source
 Internal fault.
Fault symptom[s]
 The power window mechanism does not operate

INTERNAL FAULT
If the fault is permanent, replace the control module.
Initialize the window position after replacing the control module. This is done using VIDA (Volvo scan tool).
Other information:

 see PASSENGER DOOR MODULE (PDM) .

 Continue
Refer to VERIFICATION MIXED
VERIFICATION MIXED
VERIFICATION


 Ignition off
 Ignition on.
Check that the power window mechanism, door mirrors and central locking operate.
Do all the functions operate normally?
 YES

 NO
INFORMATION
DDM/PDM-6C02 CENTRAL LOCKING MOTOR M1. STUCK IN THE ACTIVE

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6C02
Condition
The diagnostic trouble code (DTC) is stored if the control module registers a voltage on lock cable M1 when the
relay for M1 should be deactivated.
Substitute Value
 None.
Possible Source
 The relay for lock cable M1 has stuck in the active position.
Fault symptom[s]
 The central locking does not unlock

 Deadlocking does not work.
Other information:

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES
 NO
INFORMATION
DDM/PDM-6C03 CENTRAL LOCKING MOTOR M1. STUCK IN THE INACTIVE

Condition
The diagnostic trouble code (DTC) is stored if the control module does not register a voltage on lock cable M1
when the relay for M1 should be activated.
Substitute Value
 None.
Possible Source
 The relay for lock cable M1 has stuck in the inactive position.
Fault symptom[s]
 The central locking does not lock

 The deadlock does not unlock.
STUCK IN THE INACTIVE POSITION

Other information:

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition
Substitute Value
 None.
Possible Source
Fault symptom[s]


Condition
Substitute Value
 None.
Possible Source
Fault symptom[s]

see STUCK IN THE INACTIVE POSITION

Condition
Substitute Value
 None.
Possible Source
Fault symptom[s]



Condition
Substitute Value
 None.
Possible Source
Fault symptom[s]

DDM/PDM-6D01 POWER WINDOW MECHANISM. INTERNAL FAULT (2006-

2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6D01
Condition

The diagnostic trouble code (DTC) is stored if the control module does not register a signal indicating that the
window is moving when activated, despite the motor for the power window being powered.
Substitute Value
 None.
Possible Source
 Damaged hall sensor

 Open-circuit in the signal between the control module and the power window motor.
Fault symptom[s]
 The power window mechanism does not work.
INTERNAL FAULT
see INTERNAL FAULT

DDM/PDM-6D02 POWER WINDOW UP RELAY. STUCK IN THE ACTIVE

Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the relay for power window up
is active, despite the fact that it should be inactive.
Substitute Value
 None.
Possible Source
 Damaged relay
 The relay has stuck in the active position.
Fault symptom[s]
 The power window mechanism does not operate.
Other information:


 Continue
Refer to VERIFICATION POWER WINDOW MECHANISM
VERIFICATION POWER WINDOW MECHANISM
VERIFICATION


 Ignition off
 Ignition on.
Check that the power window mechanisms can be operated.
Does the control for the power window mechanism operate?
 YES

 NO
INFORMATION
DDM/PDM-6D03 POWER WINDOW UP RELAY. STUCK IN THE INACTIVE

Condition

is inactive, despite the fact that it should be active.
Substitute Value
 None.
Possible Source
 Damaged relay
 The relay has stuck in the inactive position.
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6D04 POWER WINDOW DOWN RELAY. STUCK IN THE ACTIVE

Condition

down is active, despite the fact that it should be inactive.
Substitute Value
 None.
Possible Source
 Damaged relay
Fault symptom[s]
DDM/PDM-6D05 POWER WINDOW DOWN RELAY. STUCK IN THE INACTIVE

Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the relay for power window
down is inactive, despite the fact that it should be active.
Substitute Value
 None.
Possible Source
 Damaged relay
Fault symptom[s]

DDM/PDM-6D0C CONTROL MODULE. INTERNAL FAULT (2006-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6D0C
Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the first initialization of the
window position was not carried out at the factory.
Substitute Value
 None.
Possible Source
 Initialization has not been carried out.
Fault symptom[s]
 Automatic window operation does not function.

 Short-drop. Reduced/No function.
INTERNAL FAULT
INITIATION
 Ignition on.
The position of the window has never been initialized.
Move the window to its upper limit position using manual control.
Run an initialization using the VCT2000 (or appropriate scan tool).

 Continue
Refer to VERIFYING INITIALIZATION
VERIFYING INITIALIZATION
VERIFICATION


 Ignition off
 Ignition on.
Check that the automatic operation of the power window mechanisms works.
Does the automatic operation of the power window mechanisms function?
 YES

 NO
INFORMATION
DDM/PDM-6D0D CONTROL MODULE. INTERNAL FAULT (2006-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6D0D
Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the setting for the window
position has been lost by the control module due to a power failure when the power window mechanism was
activated.
Substitute Value
 None.
Possible Source
 The initialization of the window position is lost.
Fault symptom[s]

INTERNAL FAULT
INITIATION
 Ignition on.
The control module has registered an internal fault.
The window position must be initialized.
Move the window to its upper limit position using manual control.
Run an initialization using the VCT2000 (or appropriate scan tool).


 Continue
Refer to VERIFYING INITIALIZATION
VERIFYING INITIALIZATION
VERIFICATION


 Ignition off
 Ignition on.
Check that the automatic operation of the power window mechanisms works.
Does the automatic operation of the power window mechanisms function?
 YES

 NO
INFORMATION
DDM/PDM-6D31 REAR POWER WINDOW MECHANISM. GENERAL FAULT

(2006-2012)
Condition

window in the rear door is moving when activated, despite the motor for the power window being powered.
Substitute Value
 None.
Possible Source
 Damaged hall sensor

 Open-circuit in the signal between the control module and the power window motor.
Fault symptom[s]
 The power window mechanism in the rear door does not operate.
GENERAL FAULT
Initialize the window position after replacing the control module. This is done using VIDA (Volvo scan tool).
Other information:
 see ELECTRIC MOTOR, LIFT MECHANISM, SIDE WINDOW REAR


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6D32 REAR POWER WINDOW UP RELAY. STUCK IN THE

Condition

in the rear door is active, despite the fact that it should be inactive.
Substitute Value
 None.
Possible Source
 Damaged relay
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6D33 REAR POWER WINDOW UP RELAY. STUCK IN THE

INACTIVE POSITION (2006-2012)
Condition

in the rear door is inactive, despite the fact that it should be active.
Substitute Value
 None.
Possible Source
 Damaged relay
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6D34 REAR POWER WINDOW DOWN RELAY. STUCK IN THE

Condition

down in the rear door is active, despite the fact that it should be inactive.
Substitute Value
 None.
Possible Source
 Damaged relay
Fault symptom[s]
DDM/PDM-6D35 REAR POWER WINDOW DOWN RELAY. STUCK IN THE

INACTIVE POSITION (2006-2012)
Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the relay for power window
down in the rear door is inactive, despite the fact that it should be active.
Substitute Value
 None.
Possible Source
 Damaged relay
Fault symptom[s]


Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the first initialization of the rear
Substitute Value
 None.
Possible Source
 Initialization of the window position has not been carried out.
Fault symptom[s]

INTERNAL FAULT
INITIATION
Initialize the position of the rear window using VIDA (Volvo scan tool).
 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES
 NO
INFORMATION

Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the first initialization of the rear
Substitute Value
 None.
Possible Source
 Initialization of the window position has not been carried out.
Fault symptom[s]

INTERNAL FAULT
INITIATION
 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION

Condition

position for the rear windows has been lost by the control module due to a power failure when the power
window mechanism was activated.
Substitute Value
 None.
Possible Source
Fault symptom[s]

INTERNAL FAULT
see INTERNAL FAULT

Condition

position in the rear doors has been lost by the control module due to a power failure when the power window
mechanism was activated.
Substitute Value
 None.
Possible Source
Fault symptom[s]
INTERNAL FAULT
INITIATION
 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E01 DOOR MIRROR MOTOR. SHORT-CIRCUIT TO SUPPLY

VOLTAGE (2006-2007)
Condition

the control module registers voltage in the cable.
Substitute Value
 None.
Possible Source
 There is a short-circuit to supply voltage in signal cable MUD (Mirror Up and Down).
Fault symptom[s]
Check the signal cable between control module terminal #B3 (#23) and power door mirror terminal #3. Check
for a short-circuit to supply voltage.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E02 DOOR MIRROR MOTOR. SHORT-CIRCUIT TO GROUND

(2006-2007)
Condition

Substitute Value
 None.
Possible Source
 There is a short-circuit to ground in signal cable MUD (Mirror Up and Down).
Fault symptom[s]
for a short-circuit to ground.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E03 DOOR MIRROR MOTOR. OPEN-CIRCUIT (2006-2007)

Condition

door mirror motor, up or down, at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MUD (Mirror Up and Down)

 Blown fuse.
Fault symptom[s]
OPEN-CIRCUIT
for an open-circuit.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E04 DOOR MIRROR MOTOR. SHORT-CIRCUIT TO SUPPLY

VOLTAGE (2006-2007)
Condition

the control module registers that there is voltage in the cable.
Substitute Value
 None.
Possible Source
 There is a short-circuit to supply voltage in the signal cable for MLR (Mirror Left and Right).
Fault symptom[s]
 Power door mirror control does not function.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E05 MIRROR MOTOR. SHORT-CIRCUIT TO SUPPLY VOLTAGE

(2006-2007)
Condition

Substitute Value
 None.
Possible Source
 There is a short-circuit to ground in signal cable MLR (Mirror Left and Right).
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E06 MIRROR MOTOR. OPEN-CIRCUIT (2006-2007)

Condition

door mirror motor, right or left, at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MLR (Mirror Left and Right)

 Blown fuse.
Fault symptom[s]
OPEN-CIRCUIT
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E07 MIRROR MOTOR. SHORT-CIRCUIT TO SUPPLY VOLTAGE

(2006-2007)
Condition

as the control module registers voltage in the cable.
Substitute Value
 None.
Possible Source
 Short-circuit to supply voltage in signal cable MF (Mirror Fold).
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E08 MIRROR MOTOR. SHORT-CIRCUIT TO GROUND (2006-

2007)
Condition

as the control module registers a short-circuit to ground in the cable.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in signal cable MF (Mirror Fold).
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E09 MIRROR MOTOR. OPEN-CIRCUIT (2006-2007)

Condition

door mirror motor, retraction, at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MF (Mirror Fold)

 Blown fuse.
Fault symptom[s]
OPEN-CIRCUIT
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E0A MIRROR MOTOR. SHORT-CIRCUIT TO SUPPLY VOLTAGE

(2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6E0A
Condition

the control module registers voltage in signal cable MC (Mirror Common).
Substitute Value
 None.
Possible Source
 Short-circuit to supply voltage in signal cable MC (Mirror Common).
Fault symptom[s]
SHORT-CIRCUIT TO SUPPLY VOLTAGE (2006, 2007)
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
SHORT-CIRCUIT TO SUPPLY VOLTAGE (2008-2012)
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E0B MIRROR MOTOR. SHORT-CIRCUIT TO GROUND (2006-

2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6E0B
Condition

control module registers a short-circuit to ground in signal cable MC (Mirror Common).
Substitute Value
 None.
Possible Source
 Short-circuit to ground in signal cable MC (Mirror Common).
Fault symptom[s]
SHORT-CIRCUIT TO GROUND (2006, 2007)
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
SHORT-CIRCUIT TO GROUND (2008-2012)
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E0C MIRROR MOTOR. OPEN-CIRCUIT (2006-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-6E0C
Condition

The diagnostic trouble code (DTC) is stored if the control module registers an open-circuit in signal cable MC
(Mirror Common) to the door mirror motor at the same time as the function is activated.
Substitute Value
 None.
Possible Source
 Open-circuit in signal cable MC (Mirror Common)

 Blown fuse.
Fault symptom[s]
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-6E41 POSITION SENSOR, MIRROR. SHORT-CIRCUIT TO SUPPLY

VOLTAGE/OPEN-CIRCUIT (2006-2012)
Condition

potentiometer for door mirror control, up and down, is too high.
Substitute Value
 None.
Possible Source
 Short-circuit to supply voltage in the signal cable

 Open-circuit in the signal cable.
Fault symptom[s]
 The memory function for the door mirror is not functioning.
SHORT-CIRCUIT TO SUPPLY VOLTAGE / OPEN-CIRCUIT (2006, 2007)
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the end values for the door mirror potentiometers using the VCT2000 (or appropriate scan tool).
Check that the limit values for the door mirrors are between 1 and 4 V.

Is the response within its permitted range?
 YES
 NO
INFORMATION
SHORT-CIRCUIT TO SUPPLY VOLTAGE / OPEN-CIRCUIT (2008-2012)

Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION
DDM/PDM-6E42 POSITION SENSOR, MIRROR. SHORT-CIRCUIT TO

GROUND (2006-2012)
Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the signal across the
potentiometer for door mirror control, up and down, is too low.
Substitute Value
 None.
Possible Source
Fault symptom[s]

Check the signal cable between control module terminal #B9 (#29) and door mirror terminal #9. Check for a
short-circuit to ground.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION

Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION
DDM/PDM-6E43 POSITION SENSOR, MIRROR. SHORT-CIRCUIT TO SUPPLY

VOLTAGE/OPEN-CIRCUIT (2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM/DDM-6E43
Condition

potentiometer for door mirror control, right and left, is too high.
Substitute Value
 None.
Possible Source

Fault symptom[s]

short-circuit to supply voltage.
Check the signal cable between control module terminal #B10 (#30) and door mirror terminal #10. Check for an
open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION

open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION
DDM/PDM-6E44 POSITION SENSOR, MIRROR. SHORT-CIRCUIT TO

GROUND (2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PDM/DDM-6E44
Condition

potentiometer for door mirror control, right and left, is too low.
Substitute Value
 None.
Possible Source
Fault symptom[s]

Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION

Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION
DDM/PDM-6E45 POWER SUPPLY. OPEN-CIRCUIT (2006-2012)

Condition

potentiometer for door mirror control is missing.
Substitute Value
 None.
Possible Source
Fault symptom[s]

open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION
open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.

 YES
 NO
INFORMATION
DDM/PDM-8002 MIRROR HEATER. SHORT-CIRCUIT TO GROUND (2006-

2007)
Condition

The diagnostic trouble code (DTC) is stored if power door mirror heater is activated at the same time as the
Substitute Value
 None.
Possible Source
Fault symptom[s]
 The power door mirror heater does not function.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the status of the door mirror heater using the VCT2000 (or appropriate scan tool).

Is the function OK?
 YES
 NO
INFORMATION
DDM/PDM-8003 MIRROR HEATER. OPEN-CIRCUIT/SHORT-CIRCUIT TO

SUPPLY VOLTAGE (2006-2007)
Condition

The diagnostic trouble code (DTC) is stored when the door mirror heater is activated and the control module
registers at the same time an open-circuit in the cable, or voltage in the cable.
Substitute Value
 None.
Possible Source

Fault symptom[s]
 The power door mirror heater does not function

 The battery discharges.
open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the status of the door mirror heater using the VCT2000 (or appropriate scan tool).

Is the function OK?
 YES
 NO
INFORMATION
DDM/PDM-8010 MIRROR LAMP. SHORT-CIRCUIT TO SUPPLY VOLTAGE

(2006-2012)
Condition

The diagnostic trouble code (DTC) is stored if power door mirror lamp is activated at the same time as the
control module registers voltage in the cable.
Substitute Value
 None.
Possible Source
Fault symptom[s]
 The door mirror lamp does not function.
SHORT-CIRCUIT TO SUPPLY VOLTAGE (2006, 2007)

Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check if the lamp in the power door mirror lights.
Does the lamp light?
 YES

 NO
INFORMATION
SHORT-CIRCUIT TO SUPPLY VOLTAGE (2008-2012)
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-8011 MIRROR LAMP. SHORT-CIRCUIT TO GROUND (2006-2012)

Condition

The diagnostic trouble code (DTC) is stored if the power door mirror lamp is activated at the same time as the
Substitute Value
 None.
Possible Source
Fault symptom[s]
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-8012 MIRROR LAMP. OPEN-CIRCUIT (2006-2012)

Condition

The diagnostic trouble code (DTC) is stored when the door mirror lamp is activated and the control module
simultaneously registers an open-circuit in the signal cable.
Substitute Value
 None.
Possible Source
Fault symptom[s]
open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
open-circuit.
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-8021 TURN SIGNAL LAMP. SHORT-CIRCUIT TO GROUND (2006-

2007)
Condition

same time as the control module registers a short-circuit to ground in the cable.
Substitute Value
 None.
Possible Source
Fault symptom[s]
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-8022 TURN SIGNAL LAMP. OPEN-CIRCUIT/SHORT-CIRCUIT TO

SUPPLY VOLTAGE (2006-2012)
Condition

control module simultaneously registers an open-circuit in the signal cable or voltage in the signal cable.
Substitute Value
 None.
Possible Source

Fault symptom[s]
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
Other information:


 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-DD00 LIN COMMUNICATION. INTERNAL FAULT (2007-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION DDM/PDM-DD00
Condition

The diagnostic trouble code (DTC) is stored if the control module registers an internal fault in the LIN
communication with the control module in the rear door.
Substitute Value
 None.
Possible Source
 Internal fault.
Fault symptom[s]
NO COMMUNICATION
If the fault is permanent, replace the control module in the rear door.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-DD01 LIN COMMUNICATION. FAULTY SIGNAL (2007-2012)

Condition

The diagnostic trouble code (DTC) is stored if the control module registers a short-circuit to supply voltage or
ground in the signal cable for LIN communication with the control module in the rear door.
Substitute Value
 None.
Possible Source

Fault symptom[s]
FAULTY SIGNAL (2007)
Check the signal cable between control module terminal #A13 and the control module in the rear door terminal
#6. Check for a short-circuit to ground.
#6. Check for a short-circuit to supply voltage.
If no fault was found, replace the control module in the rear door.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
FAULTY SIGNAL (2008-2012)
#6. Check for a short-circuit to ground.
#6. Check for a short-circuit to supply voltage.
If no fault was found, replace the control module in the rear door.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-DD02 LIN COMMUNICATION. INTERNAL FAULT (2006-2012)

Condition

The diagnostic trouble code (DTC) is stored if the control module registers an internal fault in the LIN
communication with the control module in the rear door.
Substitute Value
 None.
Possible Source
 Internal fault.
Fault symptom[s]
NO COMMUNICATION
see NO COMMUNICATION
DDM/PDM-DD10 CONTROL MODULE COMMUNICATION. NO

Condition

The diagnostic trouble code (DTC) is stored if the control module registers that it is not possible to
communicate with the control module in the rear door.
Substitute Value
 None.
Possible Source
 Damaged rear door control module

 Damaged fuse.
Fault symptom[s]
NO COMMUNICATION (2006, 2007)
Missing function may be due to a blown fuse.
Check that the fuse for the function in question is intact.
Replace the fuse if it is damaged.
 YES
 NO
Refer to COMPONENT REPLACEMENT
COMPONENT REPLACEMENT
An intermittent fault is one that has been registered but no longer remains. Intermittent faults may arise as the
result of several different causes. The fault is assessed on a case by case basis.
Check driver door/passenger door module (DDM/PDM) connector #A13 and left rear door/right rear door
module (LDM/RDM) connector #6 for contact resistance and oxidation. Check especially for damage.
Also check intermediate connectors for contact resistance, oxidation and damage.
Check the communication cable between the driver door/passenger door module (DDM/PDM) and the left rear
door/right rear door module (LDM/RDM) for open-circuit.
Measure between:
 Driver door/passenger door module (DDM/PDM) #A13 (#13) and left rear door/right rear door module
(LDM/RDM) #6.
Other information:
MODULE (DDM/PDM) (2006, 2007)

 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
NO COMMUNICATION (2008-2012)
Missing function may be due to a blown fuse.
Check that the fuse for the function in question is intact.
Replace the fuse if it is damaged.
 YES
 NO
Refer to COMPONENT REPLACEMENT
COMPONENT REPLACEMENT
An intermittent fault is one that has been registered but no longer remains. Intermittent faults may arise as the
result of several different causes. The fault is assessed on a case by case basis.
Check driver door/passenger door module (DDM/PDM) connector #A13 and left rear door/right rear door
module (LDM/RDM) connector #6 for contact resistance and oxidation. Check especially for damage.
Also check intermediate connectors for contact resistance, oxidation and damage.
Check the communication cable between the driver door/passenger door module (DDM/PDM) and the left rear
door/right rear door module (LDM/RDM) for open-circuit.
Measure between:
 Driver door/passenger door module (DDM/PDM) #A13 (#13) and left rear door/right rear door module
(LDM/RDM) #6.
Other information:

 Continue

VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM/PDM-E003 CONFIGURATION FAULT. FAULTY COMMUNICATION

(2006-2012)
Condition
The control module compares its configuration ID with the signal configuration transmitted on the control area
network (CAN) by the central electronic module (CEM). If the configuration IDs do not correspond the fault
code is stored. The diagnostic trouble code (DTC) is also stored if the communication between the control
module and the central electronic module (CEM) is interrupted.
NOTE: In the event of an open-circuit in both the control area network (CAN) cables, it
is not possible to communicate with the control module. Therefore it will only
be possible to read off the diagnostic trouble code (DTC) if this type of fault is
intermittent. When the diagnostic trouble code (DTC) is stored, the control
module responds to the diagnostic command, however normal control area
network (CAN) communication does not work. ("Expulsion mode")
Substitute Value
 None.
Possible Source
 Faulty control area network (CAN) configuration ID. (The node is not intended for this car (for example a
used control module with different software/hardware))
 Open-circuit in the control area network (CAN) wiring between the control module and the central
electrical module (CEM).
Fault symptom[s]
 The switch panel for the driver's door does not work
 Cannot be controlled with the remote control

 Automatic window closure does not function.
FAULTY CONFIGURATION (2006, 2007)
GENERAL INFORMATION
A message (ID number) is sent out on the CAN network at regular intervals from the Central electronic module
(CEM). Other control modules listen for this message, typically at the following occasions:
 When the control module has been without power.

 After downloading the software.
 Certain control modules listen for the message each time the ignition is switched off.
This diagnostic trouble code indicates that the control module has not received any identity number, or that the
expected number is not correct. The diagnostic trouble code is set if the control module has not received correct
identity number within a certain time interval, from and incl. the occurrence of any of the above. The time
interval is 4.5 or 7 seconds long, depending on control module.
Corrective actions
1. If this type of diagnostic trouble code is stored in the control module that set the diagnostic trouble code,
this indicates incorrect configuration-id in the control module. A possible cause is that a used control
module has been installed in the car without loading software. Solve the problem by reloading the
software in the control module.
2. In some cases, the DTC can also be generated due to an open-circuit or other interference on the CAN
wiring between the control module and the Central electronic module (CEM). These types of faults must,
however, be first detected by other DTCs. Fault trace starting from these DTCs.
Other information
 Go to the software manager and program the control module with the latest software.
 see GENERAL INFORMATION ABOUT FAULT-TRACING IN THE CAN NETWORK
FAULTY CONFIGURATION (2008-2012)
GENERAL INFORMATION

Corrective actions
Other information
DDM/PDM-E010 CONTROL MODULE. INTERNAL FAULT (2006-2012)

Condition

The diagnostic trouble code (DTC) is stored if the supply voltage to the driver door module/passenger door
module (DDM/PDM) differs by more than 2.5 V from the supply voltage to the central electronic module
(CEM).
The driver door module/passenger door module (DDM/PDM) receives information about the supply voltage to
the central electronic module (CEM) via the CAN network.
The diagnostic trouble code (DTC) can be diagnosed when the ignition is switched on.
Substitute Value
 None.
Possible Source
 Wiring short-circuited to ground

 Open-circuit in the wiring
 Contact resistance
 Half-burned fuse for the driver's door module/passenger door module (DDM/PDM).
Fault symptom[s]
 The switch panel for the driver's door/passenger door does not work
INTERNAL FAULT (2006, 2007)
CHECKING THE POWER SUPPLY
 Ignition off
 Disconnect connector A for the door control module
 Ignition on.
Check the power supply to the door control module:
 Measure the supply voltage between terminal #A18 (#18) and terminal #A8 (#9) on connector A
for the door control module
 Measuring the battery voltage.
If the difference between the supply voltage for the door control module and the battery voltage is greater
than 2.5 V, the fault is in the power cable or is due to contact resistance. Also check the fuse for the door
control module. A half burned fuse can cause intermittent faults.
There may be an internal fault in the door control module if the difference is less than 2.5 V.
Other information:
 see CONNECTING THE BREAKOUT BOX, DRIVER DOOR MODULE / PASSENGER

DOOR MODULE (DDM/PDM) (2006, 2007)
 see PASSENGER DOOR MODULE (PDM)

 Continue
VERIFICATION MIXED
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
INTERNAL FAULT (2008-2012)
CHECKING THE POWER SUPPLY
 Ignition off
 Disconnect connector A for the door control module
 Ignition on.
Check the power supply to the door control module:
 Measure the supply voltage between terminal #A18 (#18) and terminal #A8 (#9) on connector A
for the door control module
 Measuring the battery voltage.
If the difference between the supply voltage for the door control module and the battery voltage is greater
than 2.5 V, the fault is in the power cable or is due to contact resistance. Also check the fuse for the door
control module. A half burned fuse can cause intermittent faults.
There may be an internal fault in the door control module if the difference is less than 2.5 V.
Other information:
 see CONNECTING THE BREAKOUT BOX, DRIVER DOOR MODULE / PASSENGER

DOOR MODULE (DDM/PDM) (2008-2012)
 see PASSENGER DOOR MODULE (PDM)

 Continue
VERIFICATION MIXED
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-0012: CONTROL, DRIVER'S WINDOW. STUCK IN THE ACTIVE

Condition
Fig. 235: Identifying Driver Window Door Control

NOTE: The illustration shows the control panel for the driver door in a left-hand drive
car. The control panel of a right-hand drive car is the mirror image.
The diagnostic trouble code (DTC) is stored if the control module registers that the power window mechanism
Substitute Value
 None.
Possible Source

Fault symptom[s]
 The driver's side power window mechanism does not operate.
A condition of fault tracing is that the diagnostic trouble code (DTC) is not stored because the button for the
power window mechanism has been held in for too long.
If the fault is permanent, replace the control panel for the power window mechanism.
Other information:
 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-0013: CONTROL, PASSENGER WINDOW. STUCK IN THE ACTIVE

Condition
Fig. 238: Identifying Passenger Window Door Control

The diagnostic trouble code (DTC) is stored if the control module registers that the driver's door button for
operating the power window mechanism in the passenger door has been pressed for more than 60 seconds.
Substitute Value
 None.
Possible Source

Fault symptom[s]
DDM-0017: CONTROL PANEL, DRIVER'S WINDOW. FAULTY SIGNAL (2006)

Condition
Fig. 239: Identifying Driver Window Door Control

The diagnostic trouble code (DTC) is stored if the control module registers that the UP and DOWN signals for
the power window mechanism in the driver's door are active simultaneously.
Substitute Value
 None.
Possible Source
 Damaged switch for the power window mechanism.
Fault symptom[s]
 The driver's side power window mechanism does not operate.
FAULTY SIGNAL
If the fault is permanent, replace the control panel for the power window mechanism.
Other information:
 see ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR .
 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-0020: CONTROL, DOOR MIRROR. STUCK IN THE ACTIVE POSITION

(2006-2012)
Condition
Fig. 242: Identifying Door Mirror Control Door Control

door mirrors has been active in one position for more than 60 seconds.
Substitute Value
 None.
Possible Source
 The control for operating the door mirrors has stuck in one position.
Fault symptom[s]
A condition of fault tracing is that the diagnostic trouble code (DTC) is not stored because the button has been
activated for a long time.
If the fault is permanent, replace the control panel.
Other information:
 To replace the control panel, see ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR .

 Continue
Refer to VERIFICATION DOOR MIRROR CONTROL
VERIFICATION DOOR MIRROR CONTROL
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-0021: CONTROL, DOOR MIRROR. STUCK IN THE ACTIVE POSITION

(2006)
Condition

operating the door mirrors is too low.
Substitute Value
 None.
Possible Source
Fault symptom[s]
SIGNAL MISSING
Check the signal cable between control module terminal #C10 (#30) and control panel terminal #9. Check for a
If a fault is found, replace the signal cable.
Other information:


 Continue
Refer to VERIFICATION DOOR MIRROR CONTROL
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-0022: CONTROL, DOOR MIRROR SELECTOR. STUCK IN THE ACTIVE

Condition
Fig. 250: Identifying Door Mirror Selector Door Controls

buttons for selecting the door mirror has been activated for more than 60 seconds.
Substitute Value
 None.
Possible Source
 Damaged button
 The button has jammed in the pressed in position.
Fault symptom[s]
 The control for setting the door mirrors is not functioning.
DDM-0023: CONTROL, DOOR MIRROR SELECTOR. STUCK IN THE ACTIVE

POSITION (2006)
Condition

The diagnostic trouble code (DTC) is stored if the control module registers that the signal from one of the two
buttons for selecting the door mirror is too low.
Substitute Value
 None.
Possible Source
Fault symptom[s]
 The control for setting the door mirrors is not functioning.
SIGNAL MISSING
Check the signal cable between control module terminal #C9 (#30) and control panel terminal #8. Check for a
If a fault is found, replace the signal cable.
Other information:


 Continue
VERIFICATION


 Ignition off
 Ignition on.
 YES

 NO
INFORMATION
DDM-0024: CENTRAL LOCKING SWITCH. FAULTY SIGNAL (2008-2012)

Condition
The driver door/passenger door module (DDM/PDM) checks the signal from the central lock button. The
diagnostic trouble code (DTC) is stored if the control module registers an open-circuit in the circuit for the
central locking button.

Substitute Value
 None.
Possible Source
 The central locking button is disconnected.

 Open-circuit in the circuit for the central locking button.
Fault symptom[s]
 Cannot be operated from central locking switch
FAULTY SIGNAL
CHECKING THE COMPONENT, WIRING AND CONNECTORS
The control module has registered an open-circuit in the signal to the central locking switch in the door.
Check that the central locking switch is correctly connected.
Checking the wiring
Check the signal cable between the control module and the central locking switch.
Take readings between:
 The Driver door module (DDM)/Passenger door module (PDM) #A16 (#16) and the switch for central
locking #4.
Other information

 Continue
VERIFICATION


 Ignition off.
 Ignition on.
Is the central locking button working?
 YES
 NO
INFORMATION
DDM-0025: LED, CAMERA MODULE SIGNAL TOO LOW (2008-2012)

The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers that the cable for
powering the LED has a short-circuit to ground.
Substitute Value
 None.
Possible Source
Fault symptom[s]

SIGNAL TOO LOW
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Unplug the LED connector and check that the LED is intact. Also check the connector. Check for contact
resistance and oxidation. Check for loose connections.
Check the signal cable between the camera and connector LED terminal #1. Check for a short-circuit to
ground.
Other information


 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
DDM-0026: LED, CAMERA MODULE SIGNAL TOO HIGH (2008-2012)

Condition
The diagnostic trouble code (DTC) is stored if the Driver door module (DDM) registers that the cable for
powering the LED has a short-circuit to supply voltage.
Substitute Value
 None.
Possible Source
Fault symptom[s]

 LED always lit
SIGNAL TOO HIGH
 YES
 NO
CHECKING THE WIRING


 Ignition off.
Unplug the LED connector and check that the LED is intact.
supply voltage.
supply voltage.
Other information


 Continue
VERIFICATION


 Ignition off.
 Ignition on.
 YES
 NO
INFORMATION
INTERIOR TRIM Body and interior
INTERIOR TRIM
Body and interior
INTERIOR TRIM
DRIVER SIDE REGISTER
Remove the rotary switch. See LIGHTING SWITCH .
Fig. 1: Identifying Catches

General Information DTC Index
General Information
DTC Index
ACCESSORY ELECTRONIC MODULE (AEM) DTCS

ACCESSORY ELECTRONIC MODULE (AEM) - DTC INDEX
DTC Description
AEM-1D01 Control module. Internal fault
AEM-1D02 Control module, software. Internal fault
AEM-1D03 Control module not fully programmed. Internal fault
AEM-1D0A Control module. Internal fault
AEM-5F10 Relay, engine block heater. Signal too low
AEM-5F11 Relay, engine block heater. Signal too high/Signal missing
AEM-6C50 Alarm output P0. Signal too low or signal missing
AEM-6C51 Alarm output P0. Signal too high
AEM-6C52 Alarm output P1. Signal too low or signal missing
AEM-6C53 Alarm output P1. Signal too high
AEM-6C54 Alarm output S0. Signal too low or signal missing
AEM-6C55 Alarm output S0. Signal too high
AEM-6C56 Alarm output S1. Signal too low
AEM-6C57 Alarm output S1. Signal too high/Signal missing
AEM-E001 Control module communication. Faulty communication
AEM-E003 Control module communication Faulty communication
AEM-E010 Power supply. Signal too low
AEM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
AUDIO MODULE (AUD) DTCS

AUDIO MODULE (AUD) - DTC INDEX
DTC Description
AUD-0001 Control module. Internal fault
AUD-0002 Loudspeaker left front. Signal missing
AUD-0003 Loudspeaker right front. Signal missing
AUD-0004 Loudspeaker left rear. Signal missing
AUD-0005 Loudspeaker right rear. Signal missing
AUD-0006 Loudspeaker left front. Short-circuit to ground
AUD-0007 Center loudspeaker. Short-circuit to ground
AUD-0008 Loudspeaker right front. Short-circuit to ground
AUD-0009 Loudspeaker left rear. Short-circuit to ground

AUD-000A Loudspeaker right rear. Short-circuit to ground
AUD-000B Loudspeaker front. Signal too high/signal too low
AUD-000C Loudspeaker rear. Signal too high/signal too low
AUD-000D Control module. Over heated
AUD-000E Microphone terminal. Signal missing
AUD-000F Microphone terminal. Signal too high
AUD-0010 Microphone terminal. Signal too low
AUD-001B Configuration fault. Software fault
AUD-001C Centre loudspeaker. Signal missing
AUD-001D Control module. Internal fault
AUD-001E Control module. Internal fault
AUD-001F Control module. Internal fault
AUD-0023 Loudspeaker front. Shorted
AUD-0024 Loudspeaker rear. Shorted
AUD-0025 Loudspeaker left front. Faulty signal
AUD-0026 Loudspeaker right front. Faulty signal
AUD-0027 Loudspeaker left rear. Faulty signal
AUD-0028 Loudspeaker right rear. Faulty signal
AUD-0029 Loudspeaker left front. Signal too high
AUD-002A Loudspeaker right front. Signal too low
AUD-002B Loudspeaker left rear. Signal too low
AUD-002C Loudspeaker right rear. Signal too low
AUD-002D Loudspeaker left front. Signal too high
AUD-002E Loudspeaker right front. Signal too high
AUD-002F Loudspeaker left rear. Signal too high
AUD-0030 Loudspeaker right rear. Signal too high
ACCESSORY USB UNIT (AUU) DTCS

ACCESSORY USB UNIT (AUU) - DTC INDEX
DTC Description
AUU-0001 Battery Voltage. Algorithm Based Failures
AUU-0002 Control Module. System Programming Failures
BRAKE CONTROL MODULE (BCM) DTCS

BRAKE CONTROL MODULE (BCM) - DTC INDEX

DTC Description
BCM-0010 Wheel sensor left front. Faulty signal (B5254T7)
BCM-0011 Wheel sensor left front. Faulty signal (B5254T7)
BCM-0012 Wheel sensor left front. Mechanical fault (B5254T7)
BCM-0030 Wheel sensor left rear. Faulty signal (B5254T7)
BCM-0050 Control module. Faulty signal (B5254T7)
BCM-0052 Control module. Internal fault (B5254T7)
BCM-0057 Power supply. Voltage too low (B5254T7)
BCM-0058 Power supply. Voltage too high (B5254T7)
BCM-0061 Brake discs. Temperature too high (B5254T7)
BCM-0068 Sensor power supply. Faulty signal (B5254T7)
BCM-0070 Power supply for the pump motor. Faulty signal (B5254T7)
BCM-0071 Pump motor. Signal missing (B5254T7)
BCM-0072 Pump motor. Mechanical fault (B5254T7)
BCM-0074 Hydraulic valves. Faulty signal (B5254T7)
BCM-0076 Control module. Faulty configuration (B5254T7)
BCM-0080 Lateral accelerometer. Incorrect offset value (B5254T7)
BCM-0090 Lateral accelerometer. Faulty signal (B5254T7)
BCM-0091 Accelerometer. Faulty signal (B5254T7)
BCM-0094 Communication between control modules. Communication problems
with the differential electronic module (DEM) (B5254T7)
with the differential electronic module (DEM) (B5254T7)
BCM-0096 Sensor cluster. Faulty signal (B5254T7)
with the central electronic module (CEM) (B5254T7)
with the engine control module (ECM) (B5254T7)
with the engine control module (ECM) (B5254T7)
BCM-0103 Pedal position sensor. Faulty signal (B5254T7)
BCM-0105 Steering wheel, wheel alignment. Signal outside its permitted range
(B5254T7)
BCM-0106 Steering wheel, wheel alignment. Incorrect steering wheel or wheel
alignment (B5254T7)
with the steering wheel module (SWM), control module not initiated
(B5254T7)
BCM-0109 Communication between control modules. Steering wheel module
(SWM), internal fault (B5254T7)
BCM-0111 Communication between control modules. AYC stability control active
for too long (B5254T7)

BCM-0112 Body sensor cluster stability sensor (BSC). Sensor not calibrated
(B5254T7)
BCM-0113 Back-up (reversing) signal. Signal missing (B5254T7)
BCM-0114 Communication with the body sensor cluster stability sensor (BSC).
Signal missing (B5254T7)
BCM-0115 Communication between control modules. Communication with the
steering wheel module (SWM), signal missing (B5254T7)
Communication problems (B5254T7)
Incorrect body sensor cluster stability sensor (BSC) installed (B5254T7)
BCM-0118 Power supply for the body sensor cluster stability sensor (BSC). Voltage
too high (B5254T7)
BCM-0119 Power supply for the body sensor cluster stability sensor (BSC). Voltage
too low (B5254T7)
BCM-0121 Yaw rate sensor. Signal outside its permitted range (B5254T7)
BCM-0123 Body sensor cluster stability sensor (BSC). Internal fault (B5254T7)
BCM-0130 Brake pressure sensor. Signal missing (B5254T7)
BCM-0134 Brake pressure sensor. Incorrect offset value (B5254T7)
BCM-0135 Brake pressure sensor. Signal outside its permitted range (B5254T7)
BCM-0138 Power supply for the body sensor cluster stability sensor (BSC). Faulty
voltage (B5254T7)
BCM-0145 Stability control. Stability control has been active for too long (B5254T7)
BCM-0146 Factory test, dynamic stability and traction control (DSTC). Test cycle
not approved (B5254T7)
BCM-0147 Pedal position sensor. Signal outside its permitted range (B5254T7)
BCM-0148 Communication between control modules. Faulty configuration ID
(B5254T7)
BCM-0150 Stop lamp switch. Signal outside its permitted range
BCM-0150 Stop lamp switch. Signal outside its permitted range (B5254T7)
BCM-0151 Control module. Internal memory fault (B5254T7)
BCM-A030 Communication between control modules. The initialization check has
not been run (B5254T7)
BCM-A031 Communication between control modules. The tolerance check has not
been run (B5254T7)
BCM-A032 Communication between control modules. Stability control has been
active for too long (B5254T7)
BCM-E000 Control module communication. Faulty communication (B5254T7)
BCM-E003 Control module. Faulty configuration (B5254T7)
BCM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version (B5254T7)
BLUETOOTH PHONE MODULE (BPM) DTCS

BLUETOOTH PHONE MODULE (BPM) - DTC INDEX
DTC Description
BPM-1101 Control module Configuration fault
BPM-1102 Control module Internal fault
BPM-1105 Control module Configuration fault
BPM-1106 Control module Overheated
BPM-1301 Microphone input. Signal too low
BPM-B100 Control module Configuration fault
BPM-B101 Control module Configuration fault
BPM-E010 Battery voltage Faulty signal
CLIMATE CONTROL MODULE (CCM) DTCS

CLIMATE CONTROL MODULE (CCM) - DTC INDEX
DTC Description
CCM-0001 Configuration fault. Non-approved value
CCM-0002 Evaporator temperature sensor. Signal too high or signal missing
CCM-0003 Evaporator temperature sensor. Signal too low
CCM-0004 Passenger compartment temperature sensor. Signal too high or signal
missing
CCM-0005 Passenger compartment temperature sensor. Signal too low
CCM-0006 Blower fan motor passenger compartment temperature sensor. Signal too
high or signal missing
CCM-0008 Blower fan motor passenger compartment temperature sensor. Signal too
low
CCM-0009 Blower fan motor passenger compartment temperature sensor. Blocked
CCM-0011 Control module. Internal fault
CCM-0012 Climate control module. Internal fault
CCM-0020 Function button. Activated too long
CCM-0021 Tunnel Control Switch Activated too long
CCM-0030 Left heater pad. Faulty signal
CCM-0031 Sensor left-hand seat heater. Faulty signal
CCM-0032 Left-hand seat heater. Internal fault
CCM-0033 Left-hand seat heater. Internal fault
CCM-0034 Right heater pad. Faulty signal
CCM-0035 Sensor right-hand seat heater. Faulty signal
CCM-0036 Right-hand seat heater. Internal fault
CCM-0037 Right-hand seat heater. Internal fault

CCM-0040 Air quality sensor. Internal fault
CCM-0060 Damper motor defroster. Faulty signal
CCM-0061 Recirculation damper motor. Faulty signal
CCM-0062 Left temperature damper motor. Faulty signal
CCM-0063 Right temperature damper motor. Faulty signal
CCM-0064 Air distribution damper motor. Faulty signal (L.H.D)
CCM-006A Tunnel Control Switch 1 Internal Fault
CCM-006B Tunnel Control Switch 2 Internal Fault
CCM-0070 Configuration fault. Faulty identification (L.H.D)
CCM-0071 Damper motor. Faulty position
CCM-0071 Damper motor. Faulty position (L.H.D)
CCM-0072 Damper motor. Initiation fault
CCM-0073 Configuration fault. Calibration not done
CCM-0074 Damper motor, defroster. Internal fault
CCM-0075 Damper motor. Internal fault
CCM-0076 Damper motor, temperature left. Internal fault
CCM-0077 Damper motor, temperature right. Internal fault
CCM-0078 Damper motor distribution. Internal fault
CCM-0090 Lower switch. Faulty ID
CCM-0091 Lower switch. ID missing
CCM-DD00 LIN bus 1. Incorrect data
CCM-DD01 LIN bus 1. Signal too high/Signal too low
CCM-DD02 LIN bus 1. Incorrect check sum (L.H.D)
CCM-DD12 Left seat heater. No communication
CCM-DD15 Left temperature damper motor. No communication
CCM-DD16 Damper motor air distribution. No communication (L.H.D)
CCM-DD18 Tunnel Control Switch 1 No Communication
CCM-DD19 Tunnel Control Switch 2 No Communication
CCM-DD20 LIN bus 2. Incorrect data
CCM-DD21 LIN bus 2. Signal too high/Signal too low
CCM-DD22 LIN bus 2. Incorrect check sum (L.H.D)
CCM-DD30 Right-hand seat heater. No communication
CCM-DD31 Recirculation damper motor. No communication (L.H.D)
CCM-DD32 Right temperature damper motor. No communication
CCM-DD33 Damper motor defroster. No communication
CCM-DD34 Air quality sensor (AQS). No communication (L.H.D)
CCM-E001 Control module communication. Internal fault
CCM-E003 Configuration fault. Software fault
CCM-E010 Power supply. Faulty signal
CCM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
CENTRAL ELECTRONIC MODULE (CEM) DTCS

CENTRAL ELECTRONIC MODULE (CEM) - DTC INDEX
DTC Description
CEM-1011 Control module, memory fault. Internal fault
CEM-1012 Control module, memory fault. Internal fault
CEM-101A Control module, memory fault. Internal fault
CEM-101B Control module, memory fault. Internal fault
CEM-1201 Control module. Configuration fault
CEM-1A21 Engine control module (ECM). Signal too low
CEM-1A22 Engine control module (ECM). Signal too high
CEM-1A40 50-power supply. Activated too long
CEM-1A41 Ignition switch. Faulty signal
CEM-1A42 Real time clock. Faulty signal
CEM-1B01 Main Battery Diode, General electrical failure
CEM-1B02 Main Battery Relay, General electrical failure
CEM-1B03 Main Battery Diode Or Relay, General electrical failure
CEM-1C04 30-power supply. Signal too high
CEM-1C10 Control module. Configuration fault
CEM-1D08 Control module. Internal fault
CEM-1D09 Control module. Internal fault
CEM-2E01 Relay, horn Signal too low
CEM-2E02 Relay, horn Signal too high
CEM-2E03 Comfort Relay, Signal too low
CEM-2E04 Comfort Relay, Signal too high
CEM-2F60 Twilight sensor. Signal too high
CEM-2F61 Twilight sensor. Signal too low
CEM-3A00 ECM software. Faulty signal
CEM-3A04 Fuel pump (FP). Signal too high
CEM-3A05 Fuel pump (FP). Signal too low
CEM-3A07 Fuel pump (FP). Faulty signal
CEM-3A08 Fuel pump (FP). Signal too high
CEM-3F01 Clutch pedal sensor. Signal too low
CEM-3F02 Clutch pedal sensor. Faulty signal
CEM-3F41 Supply pedal sensor. Signal too low
CEM-3F42 Supply pedal sensor. Signal too high
CEM-3F92 Accelerator pedal (AP) position sensor. Signal too high
CEM-3F93 Accelerator pedal (AP) position sensor. Signal too low
CEM-4A33 Fuel level sensor. Faulty signal
CEM-4A34 Fuel level sensor. Signal too low

CEM-4C01 Outside temperature sensor. Signal too high
CEM-4C02 Outside temperature sensor. Signal too low
CEM-4E24 Malfunction indicator lamp (MIL). Faulty signal
CEM-4E25 Malfunction indicator lamp (MIL). Signal too high
CEM-4F30 Battery temperature. Signal too high
CEM-4F31 Battery temperature. Signal too low
CEM-4F32 Battery temperature. Faulty signal
CEM-4F33 Battery Temperature Faulty Signal
CEM-4F40 Seat belt buckle, right rear seat. Signal too low
CEM-4F41 Seat belt buckle, right rear seat. Signal too high
CEM-4F42 Seat belt buckle, rear right-hand. Faulty signal
CEM-4F44 Seat belt buckle, rear center. Signal too low
CEM-4F45 Seat belt buckle, rear center. Signal too high
CEM-4F46 Seat belt buckle, rear center. Faulty signal
CEM-4F48 Seat belt buckle, rear left-hand. Signal too low
CEM-4F49 Seat belt buckle, rear left-hand. Signal too high
CEM-4F4A Seat belt buckle, rear left-hand. Faulty signal
CEM-4F81 Lamp, seat belt reminder. Signal too low
CEM-4F82 Lamp, seat belt reminder. Faulty signal
CEM-5A10 Blower fan motor. Blocked
CEM-5A10 Blower fan motor. Blocked (B5254T7, L.H.D)
CEM-5A12 Blower fan motor. Over heated
CEM-5A12 Blower fan motor. Over heated (B5254T7, L.H.D)
CEM-5A13 Blower fan motor. Voltage too high
CEM-5A13 Blower fan motor. Voltage too high (B5254T7, L.H.D)
CEM-5A15 Blower fan motor. Current too high
CEM-5A15 Blower fan motor. Current too high (B5254T7, L.H.D)
CEM-5A17 Blower fan motor Signal too high/Signal missing
CEM-5E01 Sun sensor. Faulty signal
CEM-5E02 Sun sensor. Signal too low
CEM-5E03 Sun sensor Signal too high
CEM-5E04 Sun sensor Signal too low
CEM-6C05 Central locking driver's door. No locking
CEM-6C06 Central locking passenger door. No locking
CEM-6C13 Deadlock, driver's door. No locking
CEM-6C14 Deadlock, passenger door. No locking
CEM-6C28 Alarm LED. Faulty signal
CEM-6C29 Alarm LED. Signal too low
CEM-6C31 Siren. Internal fault
CEM-6C32 Movement sensor. Signal missing
Movement sensor. Signal missing

CEM-6C34 Switch reduced alarm. Activated too long
CEM-6C41 Start control module (SCU). Incorrect key ID
CEM-6C42 Start control module (SCU). Signal missing
CEM-6C43 Start control module (SCU). Faulty signal
CEM-6C54 Engine control module (ECM) communication. Incorrect value
CEM-6C55 KVM communication. Faulty value
CEM-6C57 Phone module (PHM) not valid. Faulty signal
CEM-6F10 LED Lock indicator. Signal too high
CEM-6F11 LED Lock indicator. Faulty signal
CEM-6F51 Tailgate handle. Faulty signal
CEM-6F52 Tailgate handle. Signal too low
CEM-6F53 Tailgate handle. Activated too long
CEM-6F83 Dimmer Faulty signal
CEM-6F84 Fuel Flap Driver Faulty Signal
CEM-6F85 Dimmer. Signal too low
CEM-6F86 Fuel tank filler cap. Signal too low
CEM-6F87 Fuel tank filler cap. Activated too long
CEM-8A02 Relay, high beam. Internal fault
CEM-8A03 Relay, high beam. Internal fault
CEM-8A04 LED Light Switch, Automatic Bending Light Signal too High
CEM-8A05 LED Light Switch, Automatic Bending Light Faulty Signal
CEM-8A08 Low beam right. Signal too low
CEM-8A09 Low beam right. Faulty signal
CEM-8A11 Low beam left. Signal too low
CEM-8A12 Low beam left. Faulty signal
CEM-8B02 Left parking lamps. Signal too low
CEM-8B03 Left parking lamps. Faulty signal
CEM-8B05 Right parking lamps. Faulty signal
CEM-8B06 Right parking lamps. Signal too low
CEM-8B08 Light switch module (LSM). Signal too low
CEM-8B09 Light switch module (LSM). Faulty signal
CEM-8C10 Relay, front fog lamps. Signal too high
CEM-8C11 Relay, front fog lamps. Faulty signal
CEM-8C20 Rear fog lamp. Faulty signal
CEM-8C21 Rear fog lamp. Signal too low
CEM-8D01 Stop lamp switch. Comparison fault
CEM-8D03 High level stop lamp. Signal too high
CEM-8D04 High level stop lamp. Signal too low
CEM-8D05 Right-hand stop lamp. Signal too low
CEM-8D06 Right-hand stop lamp. Faulty signal
Left-hand stop lamp. Signal too low

CEM-8D08 Left-hand stop lamp. Faulty signal
CEM-8D09 Brake lamp left. Faulty signal
CEM-8D0A Brake lamp left. Faulty signal
CEM-8D10 Brake light switch Compare error
CEM-8F01 Switch, hazard warning signal flashers. Faulty signal
CEM-8F02 Switch, hazard warning signal flashers. Signal too low
CEM-8F21 Wiper motor module (WMM). Internal fault
CEM-8F22 Wiper motor module (WMM). Voltage too low
CEM-8F23 Wiper motor module (WMM). Voltage too high
CEM-8F24 Wiper motor module (WMM). Jammed
CEM-8F26 Relay, front windshield washer motor. Internal fault
CEM-8F27 Relay, front windshield washer motor. Internal fault
CEM-8F28 Relay, rear washer motor. Internal fault
CEM-8F29 Relay, rear washer motor. Internal fault
CEM-8F30 Relay, headlamp wash/wipe. Faulty signal
CEM-8F31 Relay, headlamp wash/wipe. Signal too high
CEM-8F33 Right-hand turn signal lamp. Faulty signal
CEM-8F34 Right-hand turn signal lamp. Signal too low
CEM-8F37 Left-hand turn signal lamp. Faulty signal
CEM-8F38 Left-hand turn signal lamp. Signal too low
CEM-8F41 Relay, tailgate wiper motor. Internal fault
CEM-8F42 Relay, tailgate wiper motor. Faulty signal
CEM-8F61 Relay, heated rear windshield. Faulty signal
CEM-8F62 Relay, heated rear windshield. Signal too high
CEM-8FA2 Relay, horn. Activated too long
CEM-8FB1 Rain sensor module (RSM). Internal fault
CEM-8FB2 Rain sensor module (RSM). Faulty function
CEM-9A01 Interior lighting. Signal too high
CEM-9A02 Interior lighting. Signal too low
CEM-9D01 Communication with RRX control module. Comminicational problems
CEM-9F31 Dimmer. Signal too high
CEM-9F32 Dimmer. Faulty signal
CEM-9F33 Brake fluid level too low
CEM-AFE0 TPMS Default Values in Local Configuration
CEM-AFE1 TPMS Incorrect Configuration
CEM-AFF1 Localisation failed
CEM-AFF2 Tire pressurement sensor. Faulty signal
CEM-AFF6 Tire pressurement sensor. Signal missing
CEM-AFFE Missing tire pressure sensor Signal missing
CEM-CFF0 MMS Communication Faulty Signal
LIN-bus 2. Communication fault

CEM-DD00 LIN-bus 3. Communication fault
CEM-DD01 LIN-bus 2. Communication missing
CEM-DD01 LIN-bus 3. Communication missing
CEM-DD03 LIN-bus 14 Communication fault
CEM-DD04 LIN-bus 14 Communication missing
CEM-DD05 LIN-bus 14 Communication fault
CEM-DD06 Communication with Battery Monitoring Sensor (BMS) Signal missing
CEM-DD07 Battery Monitoring Sensor (BMS) faulty hardware
CEM-DD0A LIN-bus 3. Communication fault
CEM-DD0B LIN-bus 3. Communication missing
CEM-DD0C LIN-bus 3. Communication fault
CEM-DD11 Communication with SCU control module. Signal missing
CEM-DD12 Communication with the left-hand gas discharge lamp module (GDL).
Signal missing
CEM-DD13 Communication with the right-hand gas discharge lamp module (GDL).
Signal missing
CEM-DD1A Communication with RRX control module. Signal missing
CEM-DD1B Communication with SCM control module. Signal missing
CEM-DD1C Communication with SCM control module Faulty signal
CEM-DD21 LIN bus 9. No communication
CEM-DD22 LIN bus 9. Communication fault
CEM-DD30 Communication with the wiper motor module (WMM). Signal missing
CEM-DD31 Communication with the rain sensor module (RSM). Signal missing
CEM-DD32 Communication with Humidity Sensor (HUS) Signal Missing
CEM-DD40 Humidity Sensor (HUS) Internal Fault
CEM-DE01 Communication with the brake control module (BCM). Signal missing
CEM-DE11 Communication with ECM control module. Signal missing
CEM-DE11 Communication with ECM control module. Signal missing (B5254T7)
CEM-DE18 Communication with the combustion preheater module (CPM). Signal
missing
CEM-DE1A Communication with DEM control module. Signal missing
CEM-DE23 Communication with the trailer module (TRM). Signal missing
CEM-DE29 Communication with the climate control module (CCM). Signal missing
CEM-DE2E Communication with PSL control module. Signal missing
CEM-DE2F Communication with PSR control module. Signal missing
CEM-DE30 Communication with the electric power steering module (EPS). Signal
missing
CEM-DE42 Communication with CRM control module. Signal missing
CEM-DE43 Communication with the driver door module (DDM). Signal missing
CEM-DE45 Communication with the passenger door module (PDM). Signal missing
CEM-DE49 Communication with the steering wheel module (SWM). Signal missing
CEM-DE51 Communication with the driver information module (DIM). Signal
missing
CEM-DE52 Communication with the Accessory Electronic Module (AEM). Signal
missing
CEM-DE54 Communication with the infotainment control module (ICM). Signal
missing
CEM-DE58 Communication with the supplemental restraint system module (SRS).
Signal missing
CEM-DE63 communication with the parking assistance module (PAM). Signal
missing
CEM-DE64 Communication with the phone module (PHM). Signal missing
CEM-DE6E Communication with the transmission control module (TCM). Signal
missing
CEM-DE70 Communication with Headlamp Control Module (HCM) Signal Missing
CEM-DF01 CAN-H, low speed network. Signal missing
CEM-DF03 CAN-H, low speed network. Signal too high
CEM-DF04 CAN-L, low speed network. Signal too low
CEM-DF05 CAN-H, low speed network. Signal too low
CEM-DF06 CAN-L, low speed network. Signal too high
CEM-DF07 CAN-L, low speed network. Faulty signal
CEM-DF11 CAN-H, high speed network. Signal missing
CEM-DF13 CAN-H, high speed network. Signal too high
CEM-DF14 CAN-L, high speed network. Signal too low
CEM-DF15 CAN-H, high speed network. Signal too low
CEM-DF16 CAN-L, high speed network. Signal too high
CEM-DF17 CAN-L, high speed network. Faulty signal
CEM-E000 Communication with control module. Faulty communication
CEM-E001 Communication with control module. Faulty communication
CEM-E00A Communication with control module. Faulty communication
CEM-XXXX (A) Unknown diagnostic trouble code (DTC) for the current control
module version
CEM-XXXX (B) Unknown diagnostic trouble code (DTC) for the current control
module version
COMBUSTION PREHEATER MODULE (CPM) DTCS

COMBUSTION PREHEATER MODULE (CPM) - DTC INDEX
DTC Description
CPM-0018 Glow plugs. Signal too high
CPM-0102 Glow plugs. Signal too low

CPM-0204 Glow plugs. Signal missing
CPM-0318 Fuel pump. Signal too high
CPM-0402 Fuel pump. Signal too low
CPM-0504 Fuel pump. Signal missing
CPM-1001 Combustion fan. Signal too high
CPM-1128 Combustion fan. Signal too low
CPM-1204 Combustion fan. Signal missing
CPM-1308 Combustion fan. Faulty function
CPM-1418 Water pump. Signal too high
CPM-1502 Water pump. Signal too low
CPM-1604 Water pump. Signal missing
CPM-2308 Control module. Internal fault
CPM-3002 Engine coolant temperature (ECT) sensor. Signal too low
CPM-3141 Engine coolant temperature (ECT) sensor. Signal too high/Signal missing
CPM-3202 Overheat protection thermostat. Signal too low
CPM-3341 Overheat protection thermostat. Signal too high/Signal missing
CPM-3402 Flame sensor. Signal too low
CPM-3541 Flame sensor. Signal too high/Signal missing
CPM-3601 Control module. Supply voltage too high
CPM-3702 Control module. Supply voltage too low
CPM-4001 Engine coolant heater. Activated too long
CPM-4101 Engine coolant heater. Too many unsuccessful attempts
CPM-4208 Engine coolant heater. Extinguished flame
CPM-4308 Engine coolant heater. Extinguished flame
CPM-4501 Combustion fan. Activated too long
CPM-5001 Control module. Over heated
CPM-5701 Control module. Collision signal received
Control module communication. Faulty communication

CPM-E003 Configuration fault. Faulty configuration
CPM-E010 Control module. Supply voltage too low
CPM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
CONVERTIBLE ROOF MODULE (CRM) DTCS

CONVERTIBLE ROOF MODULE (CRM) - DTC INDEX
DTC Description
CRM-1011 Pushbutton Open Roof. Stuck in active position
CRM-1021 Pushbutton Close Roof. Stuck in active position
CRM-1031 Pushbutton Load Aid. Stuck in active position
CRM-2011 Hydraulic pump. Temperature sensor error
CRM-2021 Position encoder 17, front roof. Shorted to supply
CRM-2022 Position encoder 17, front roof. Ground (GND) short
CRM-2023 Position encoder 17, front roof. Invalid position
CRM-2024 Position encoder 17 (PE_FR). Activation timeout
CRM-2031 Hall sensor 5. Shorted to supply
CRM-2032 Hall sensor 5. Short to GND, disconnected or internal error
CRM-2033 Hall sensor 5. Invalid combination
CRM-2034 Hallsensor 5 (SL_FR_CR). Activation timeout
CRM-2044 Hallsensor 19 (SL_FR_C). Activation timeout
CRM-2054 Hallsensor 15 (SL_BIW_C). Activation timeout
CRM-2061 Position encoder 2, rear roof. Shorted to supply
CRM-2062 Position encoder 2, rear roof. Ground (GND) short
CRM-2063 Position encoder 2, rear roof. Invalid position
CRM-2064 Position encoder 2, rear roof. Activation timeout
CRM-2074 Hallsensor 6 (SL_RR_CL). Activation timeout
CRM-2084 Hallsensor 11 (SP_TC_R). Activation timeout

CRM-2094 Hallsensor 7 (SL_TL_CL). Activation timeout
CRM-20A1 Hall sensor 1. Shorted to supply
CRM-20A2 Hall sensor 1. Short to GND, disconnected or internal error
CRM-20A3 Hall sensor 1. Invalid combination
CRM-20A4 Hallsensor 1 (SL_FR_CL). Activation timeout
CRM-20B1 Hall sensor 3. Shorted to supply
CRM-20B2 Hall sensor 3. Short to GND, disconnected or internal error
CRM-20B3 Hall sensor 3. Invalid combination
CRM-20B4 Hallsensor 3 (SP_BL_FO). Activation timeout
CRM-20C1 Hall sensor 18. Shorted to supply
CRM-20C2 Hall sensor 18. Short to GND, disconnected or internal error
CRM-20C3 Hall sensor 18. Invalid combination
CRM-20C4 Hallsensor 18 (SL_FR_0). Activation timeout
CRM-20D1 Hall sensor 13. Shorted to supply
CRM-20D2 Hall sensor 13. Short to GND, disconnected or internal error
CRM-20D3 Hall sensor 13. Invalid combination
CRM-20D4 Hallsensor 13 (SD_TL_C). Activation timeout
CRM-20E1 Hall sensor 16. Shorted to supply
CRM-20E2 Hall sensor 16. Short to GND, disconnected or internal error
CRM-20E3 Hall sensor 16. Invalid combination
CRM-20E4 Hallsensor 16 (SL_BIW_0). Activation timeout
CRM-20F1 Hall sensor 10. Shorted to supply
CRM-20F2 Hall sensor 10. Short to GND, disconnected or internal error
CRM-20F3 Hall sensor 10. Invalid combination
CRM-2104 Hallsensor 9 (SD_TL_O). Activation timeout
CRM-2114 Hallsensor 12 (SP_TC_E). Activation timeout
CRM-3011 Open calibration not performed
CRM-3012 Closed calibration not performed
CRM-4011 Implausible sensor state 9 (SL_TL_O) and 13 (SL_TL_C)
CRM-4012 Implausible sensor state 16 (SL_BIW_O) and hallsensor 15 (SL_BIW_C)
CRM-4013 Implausible sensor state 11 (SP_TC_R) and 12 (SP_TC_E)
Implausible sensor state 18 (SL_FR_O) and 19 (SL_RL_C)

CRM-4015 Implausible sensor state 18 (SL_FR_O) and 5 (SL_FR_C)
CRM-4016 Implausible sensor state 18 (SL_FR_O) and 1 (SL_TL_CL)
CRM-4017 Implausible sensor state 6 (SL_RR_CL) and 17 (PE_FR)
CRM-4018 Implausible sensor state 2 (PE_MR) and 17 (PE_FR)
CRM-6011 Valve 1. Signal too high/signal too low
CRM-6051 Antenna output. Shorted to supply
CRM-6052 Antenna output. Ground (GND) short
CRM-C011 Convertible Roof Module (CRM). Internal fault
CRM-C042 Control module. Internal fault
CRM-C052 Hydraulic pump. Supply voltage too low
CRM-C053 Hydraulic pump. Signal missing
CRM-C071 Control module. Relays defect
CRM-C072 Catch motor. Motor blocked
CRM-C073 Control module. Relays defect
CRM-C100 Control module, memory fault. Internal fault
CRM-E001 Control module communication. Faulty communication
CRM-E003 Configuration fault. Faulty configuration
CRM-E010 Power supply. Signal too low
DRIVER DOOR MODULE (DDM) DTCS

DRIVER DOOR MODULE (DDM) - DTC INDEX
DTC Description
DDM-0012 Control, driver's window. Stuck in the active position
DDM-0013 Control, passenger window. Stuck in the active position
DDM-0020 Control, door mirror. Stuck in the active position
DDM-0022 Control, door mirror selector. Stuck in the active position
DDM-0024 Central locking switch. Faulty signal
DDM-0025 LED, camera module Signal too low
DDM-0026 LED, camera module Signal too high

DDM-0027 LED, camera module Open circuit
DDM-002B Camera module Internal failure
DDM-002D Global open/close switch. Stuck in active position
DDM-002F Camera module voltage supply Signal too low
DDM-003A Camera module voltage supply Signal too high
DDM-6E01 Mirror motor. Shorted to supply
DDM-6E02 Mirror motor. Ground (GND) short
DDM-6E03 Mirror motor. Open circuit
DDM-8002 Mirror heater. Ground (GND) short
DDM-8003 Mirror heater. Shorted to supply
DDM-8021 Side turn indicator. Ground (GND) short
DDM-8022 Side turn indicator. Open circuit
DDM-DD11 Communication with switch pack Internal Fault
DDM-DD20 LIN communication camera module Internal fault
DDM-DD21 LIN communication camera module Shorted
DDM-DD22 LIN communication camera module Internal fault
DDM-DD30 Communication with camera module Internal Fault
DDM-E001 Control module communication. Faulty communication
DDM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
DRIVER INFORMATION MODULE (DIM) DTCS

DRIVER INFORMATION MODULE (DIM) - DTC INDEX
DTC Description
DIM-0001 Mileage. Manipulated
DIM-0002 ABS warning lamp. Faulty circuit
DIM-0003 SRS warning lamp. Faulty circuit
DIM-0005 Red warning lamp. Faulty circuit
DIM-0006 Information lamp. Faulty circuit
DIM-0008 Fuel level sensor. Jammed
DIM-0009 Fuel ejector. Internal fault
DIM-000C Control module. Internal fault
DIM-E001 Control module communication. Faulty communication
DIM-E003 Software fault. Faulty communication

DIM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
ENGINE CONTROL MODULE (ECM) DTCS - B5254T7

ENGINE CONTROL MODULE (ECM) - DTC INDEX
OBD-II Code DTC Description
- ECM-112C Atmospheric pressure sensor. Signal too high
- ECM-112D Atmospheric pressure sensor. Signal too low
- ECM-1130 Atmospheric pressure sensor. Faulty signal
- ECM-113B Atmospheric pressure sensor. Signal missing
- ECM-113C Atmospheric pressure sensor. Signal too high
- ECM-113D Atmospheric pressure sensor. Signal too low
- ECM-120C Mass air flow. Faulty signal
- ECM-120D Mass air flow. Signal missing
- ECM-122C Mass air flow (MAF) sensor. Flow too high
- ECM-122D Mass air flow (MAF) sensor. Flow too low
- ECM-1230 Air mass. Signal too low
- ECM-123B Air mass. Signal too high
- ECM-123C Air mass. Signal too high
- ECM-123D Air mass. Signal too low
- ECM-125C Boost pressure sensor. Signal too high
- ECM-125D Boost pressure sensor. Signal too low
- ECM-1260 Boost pressure sensor. Signal too high
- ECM-126B Boost pressure sensor. Signal too low
- ECM-126C Boost pressure sensor. Signal too high
- ECM-126D Boost pressure sensor. Signal too low
- ECM-131C Intake air temperature (IAT) sensor. Signal too high
- ECM-131D Intake air temperature (IAT) sensor. Signal too low
- ECM-1320 Intake Air Temperature (IAT) Sensor. Faulty signal
- ECM-132C Intake air temperature (IAT) sensor. Signal too high
- ECM-133C Intake air temperature (IAT) sensor inlet. Signal too
high
- ECM-133D Intake air temperature (IAT) sensor inlet. Signal too
low
- ECM-1410 Outside temperature sensor. Signal missing
- ECM-141B Outside temperature sensor. Signal missing
- ECM-142B Outside temperature sensor. Signal missing
- ECM-142C Outside temperature sensor. Signal too high
- ECM-142D Outside temperature sensor. Signal too low
- ECM-143C Outside temperature sensor. Signal too high

- ECM-143D Outside temperature sensor. Signal too low
- ECM-200B Injector cyl 1. Signal missing
- ECM-200C Injector cyl 1. Signal too high
- ECM-200D Injector cyl 1. Signal too low
- ECM-2140 Long-term fuel trim, bank 1
- ECM-214C Long-term fuel trim, bank 1
- ECM-214D Long-term fuel trim, bank 1
- ECM-21AC Long-term fuel trim load, bank1. Upper limit
- ECM-21AD Long-term fuel trim load, bank1. Lower limit
- ECM-21CC Long-term fuel trim, idling, bank 1. Upper limit
- ECM-21CD Long-term fuel trim, idling, bank 1. Lower limit
- ECM-2200 Rear heated oxygen sensor (HO2S), bank 1, heating.
Faulty signal
- ECM-221B Rear heated oxygen sensor (HO2S) ageing, bank 1.
Signal missing
- ECM-221C Rear heated oxygen sensor (HO2S) ageing, bank 1.
Signal too high
- ECM-221D Rear heated oxygen sensor (HO2S) ageing, bank 1.
Signal too low
- ECM-2220 Rear heated oxygen sensor (HO2S), bank 1. Faulty
signal
- ECM-222B Rear heated oxygen sensor (HO2S), bank 1. Signal
missing
- ECM-222C Rear heated oxygen sensor (HO2S), bank 1. Signal
too high
- ECM-222D Rear heated oxygen sensor (HO2S), bank 1. Signal
too low
- ECM-223B Rear heated oxygen sensor (HO2S), bank 1. Signal
missing
- ECM-223C Rear heated oxygen sensor (HO2S), bank 1. Signal
too high
- ECM-223D Rear heated oxygen sensor (HO2S), bank 1. Signal
too low
- ECM-2250 Rear heated oxygen sensor (HO2S), bank 1
- ECM-2400 Front heated oxygen sensor (HO2S), bank 1, heating.
Faulty signal
- ECM-240B Front heated oxygen sensor (HO2S), bank 1, heating.
Signal missing
- ECM-240C Front heated oxygen sensor (HO2S), bank 1, heating.
Signal too high
- ECM-242D Front heated oxygen sensor (HO2S), bank 1. Slow
regulation
- ECM-243B Front heated oxygen sensor (HO2S), bank 1. Signal

missing
- ECM-243C Front heated oxygen sensor (HO2S). Signal too high
- ECM-244B Front heated oxygen sensor (HO2S), bank 1, heating.
Signal missing
- ECM-244C Front heated oxygen sensor (HO2S), bank 1, heating.
Signal too high
- ECM-244D Front heated oxygen sensor (HO2S), bank 1, heating.
Signal too low
- ECM-2450 Front heated oxygen sensor (HO2S), bank 1. Faulty
signal
missing
- ECM-245C Front heated oxygen sensor (HO2S), bank 1. Signal
too high
- ECM-245D Front heated oxygen sensor (HO2S), bank 1. Signal
too low
missing
- ECM-2470 Front heated oxygen sensor (HO2S), bank 1. Faulty
signal
missing
- ECM-248C Front heated oxygen sensor (HO2S), bank 1. Signal
too high
- ECM-248D Front heated oxygen sensor (HO2S), bank 1. Signal
too low
missing
- ECM-24AB Front heated oxygen sensor (HO2S), bank 1. Signal
missing
- ECM-24C0 Front heated oxygen sensor (HO2S), bank 1. Faulty
signal
- ECM-24CB Front heated oxygen sensor (HO2S), bank 1. Signal
missing
- ECM-24CC Front heated oxygen sensor (HO2S), bank 1. Signal
too high
- ECM-24CD Front heated oxygen sensor (HO2S), bank 1. Signal
too low
- ECM-24D0 Front heated oxygen sensor (HO2S), bank 1. Faulty
signal
- ECM-24EB Rear heated oxygen sensor (HO2S). Slow regulation
- ECM-24EC Rear heated oxygen sensor (HO2S). Slow regulation
- ECM-270B Engine coolant temperature (ECT) sensor. Signal
missing
- ECM-273C Engine coolant temperature (ECT) sensor. Signal too
high
- ECM-273D Engine coolant temperature (ECT) sensor. Signal too
low
- ECM-2740 Engine coolant temperature (ECT) sensor. Faulty
signal
high
low
high
low
- ECM-2800 Fuel pressure sensor. Faulty signal
- ECM-280B Fuel pressure sensor. Signal missing
- ECM-280C Fuel pressure sensor. Signal too high
- ECM-280D Fuel pressure sensor. Signal too low
- ECM-281C Text message. Pressure too high
- ECM-2900 Fuel pressure. Faulty signal
- ECM-290B Fuel pressure. Signal missing
- ECM-290C Fuel pressure. Signal too high
- ECM-290D Fuel pressure. Signal too low
- ECM-291B Fuel pump control module. Signal missing
- ECM-291C Fuel pump control module. Signal too high
- ECM-291D Fuel pump control module. Signal too low
- ECM-2A00 Fuel temperature sensor. Faulty signal
- ECM-2A0B Fuel temperature sensor. Signal missing
- ECM-2A0C Fuel temperature sensor. Signal too high
- ECM-2A0D Fuel temperature sensor. Signal too low
- ECM-2A10 Fuel temperature sensor. Signal too high
- ECM-2A1B Fuel temperature sensor. Signal too low
- ECM-2A1C Fuel temperature sensor. Signal too high
- ECM-2A1D Fuel temperature sensor. Signal too low
- ECM-2B00 Thermostat. Faulty signal
- ECM-303C Front knock sensor (KS). Signal too high
- ECM-303D Front knock sensor (KS). Signal too low
- ECM-304C Rear knock sensor (KS). Signal too high
- ECM-304D Rear knock sensor (KS). Signal too low
- ECM-3050 Knock control. Internal fault
- ECM-3060 Knock control. Internal fault
- ECM-3100 Misfire, at least one cylinder. Start up

- ECM-310C Misfire, at least one cylinder. Catalytic converter
damage
- ECM-310D Misfire, at least one cylinder. Affects emissions
- ECM-3110 Misfire cylinder 1. Start up
- ECM-311C Misfire cylinder 1. Catalytic converter damage
- ECM-311D Misfire cylinder 1. Emissions impact
- ECM-3300 Engine speed (RPM) sensor. Signal missing
- ECM-330B Engine speed (RPM) sensor. Signal missing
- ECM-3400 Camshaft position (CMP) sensor, intake. Faulty signal
- ECM-340B Camshaft position (CMP) sensor, intake. Signal
missing
- ECM-340C Camshaft position sensor, intake. Signal too high
- ECM-340D Camshaft position sensor, intake. Signal too low
- ECM-3410 Camshaft position (CMP) sensor, exhaust. Faulty
signal
- ECM-341B Camshaft position (CMP) sensor, exhaust. Signal
missing
- ECM-341C Camshaft position sensor, exhaust. Signal too high
- ECM-341D Camshaft position sensor, exhaust. Signal too low
- ECM-342B Camshaft position (CMP) sensor. Signal missing
- ECM-360B Ignition coil cylinder 1. Signal missing
- ECM-360C Ignition coil cylinder 1. Signal too high
- ECM-360D Ignition coil cylinder 1. Signal too low
- ECM-365C Ignition timing control during cold start
- ECM-400D Three-way catalytic converter (TWC) efficiency,
bank 1. Signal too low
- ECM-420C Evaporative emission system (EVAP) valve. Open
- ECM-420D Evaporative emission system (EVAP). Closed
- ECM-421B Canister purge (CP) valve. Signal missing
- ECM-421C Evaporative emission system (EVAP) valve. Signal
too high
- ECM-421D Evaporative emission system (EVAP) valve. Signal
too low
- ECM-430C Fuel tank system, leakage. Fuel tank filler cap missing
- ECM-431B Leak diagnostic unit, preheating. Signal missing
- ECM-431C Leak diagnostic unit, preheating. Signal too high
- ECM-431D Leak diagnostic unit, preheating. Signal too low
- ECM-432B Leak diagnostic unit, valve. Signal missing
- ECM-432C Leak diagnostic unit, preheating. Signal too high
- ECM-432D Leak diagnostic unit, preheating. Signal too low
- ECM-433B Leak diagnostic unit, pump. Signal missing
- ECM-433C Leak diagnostic unit, pump. Signal too high

- ECM-433D Leak diagnostic unit, pump. Signal too low
- ECM-434C Fuel tank system, leakage. Minor leak
- ECM-4360 Leak diagnostic unit. Faulty signal
- ECM-436B Leak diagnostic unit. Signal missing
- ECM-436C Leak diagnostic unit. Signal too high
- ECM-436D Leak diagnostic unit. Signal too low
- ECM-4380 Fuel tank filler cap missing. Faulty signal
- ECM-439C Fuel tank system, leakage. Major leak
- ECM-442B Fuel level sensor. Signal missing
- ECM-442C Fuel level sensor. Signal too high
- ECM-442D Fuel level sensor. Signal too low
- ECM-4430 Fuel level sensor. Faulty signal
- ECM-5000 Engine speed (RPM) sensor signal. Faulty signal
- ECM-500B Engine speed (RPM) sensor signal. Signal missing
- ECM-500C Engine speed (RPM) sensor signal. Signal too high
- ECM-5100 Malfunction indicator lamp (MIL), transmission
control module (TCM). Faulty signal
- ECM-512B Malfunction indicator lamp (MIL) communication.
Signal missing
- ECM-5200 Air conditioning (A/C) pressure sensor. Faulty signal
- ECM-520B Air conditioning (A/C) pressure sensor. Signal
missing
- ECM-520C Air conditioning (A/C) pressure sensor. Signal too
high
- ECM-520D Air conditioning (A/C) pressure sensor. Signal too
low
- ECM-531C Vehicle speed signal (VSS). Signal missing
- ECM-5320 Vehicle speed signal (VSS). Faulty signal
- ECM-532D Communication, central electronic module (CEM).
Signal too high
- ECM-540B Oil quality, level and temp sensor. Signal missing
- ECM-540C Oil quality, level and temp sensor. Signal too high
- ECM-540D Oil quality, level and temp sensor. Signal too low
- ECM-5500 Oil level sensor. Faulty
- ECM-552C Oil temperature sensor. Signal too high
- ECM-552D Oil temperature sensor. Signal too low
- ECM-600B Turbocharger (TC) control valve. Signal missing
- ECM-600C Turbocharger (TC) control valve. Signal too high
- ECM-600D Turbocharger (TC) control valve. Signal too low
- ECM-603C Turbocharger (TC) control system. Signal too high
- ECM-603D Turbocharger (TC) control system. Signal too low

- ECM-6110 Camshaft position control, intake. Slow
- ECM-611B Camshaft control, intake. Faulty
- ECM-612B Camshaft reset valve, intake. Signal missing
- ECM-612C Camshaft reset valve, intake. Signal too high
- ECM-612D Camshaft reset valve, intake. Signal too low
- ECM-6140 Camshaft control, exhaust. Slow
- ECM-614B Camshaft control, exhaust. Faulty
- ECM-616B Exhaust camshaft reset valve. Signal missing
- ECM-616C Camshaft reset valve, intake. Signal too high
- ECM-616D Camshaft reset valve, intake. Signal too low
- ECM-618C Exhaust camshaft control during cold start
- ECM-619C Inlet camshaft control during cold start
- ECM-620B Engine cooling fan control module. Signal missing
- ECM-620C Engine cooling fan (FC) control module. Signal too
high
- ECM-621B Engine cooling fan (FC). Signal missing
- ECM-621C Engine cooling fan (FC). Signal too high
- ECM-621D Engine cooling fan (FC). Signal too low
- ECM-6220 Engine cooling fan (FC). Faulty signal
- ECM-630B A/C relay. Signal missing
- ECM-630C A/C relay. Signal too high
- ECM-630D A/C relay. Signal too low
- ECM-640C Turbocharger (TC) control system. Signal too high
- ECM-640D Turbocharger (TC) control system. Signal too low
- ECM-673C Camshaft position, exhaust. High
- ECM-673D Camshaft position, exhaust. Low
- ECM-674C Camshaft position, intake. High
- ECM-674D Camshaft position, intake. Low
- ECM-700C Engine control module (ECM), internal fault. Signal
too high
- ECM-700D Engine control module (ECM), internal fault. Signal
too low
- ECM-7010 Engine control module (ECM), temperature. Faulty
signal
- ECM-7020 Engine control module (ECM), temperature. Faulty
signal
- ECM-7100 Immobilizer communication. Faulty signal
- ECM-710B Immobilizer communication. Signal missing
- ECM-710C Immobilizer Communication. Signal too high
- ECM-710D Immobilizer Communication. Signal too low
- ECM-7110 Immobilizer. Faulty signal

- ECM-711B Immobilizer. Signal missing
- ECM-711C Immobilizer. Signal too high
- ECM-7300 Gear position sensor. Faulty signal
- ECM-730B Gear position sensor. Signal missing
- ECM-740B Communication, central electronic module (CEM).
Signal missing
- ECM-740C Communication, central electronic module (CEM).
Signal too high
- ECM-800C System relay. Signal too high
- ECM-800D System relay. Signal too low
- ECM-801B System relay. Signal missing
- ECM-801C System relay. Signal too high
- ECM-801D System relay. Signal too low
- ECM-820C Battery voltage. Signal too high
- ECM-820D Battery voltage. Signal too low
- ECM-8210 System relay. Faulty signal
- ECM-8300 Alternator control module (ACM). Faulty
- ECM-830B Alternator control module (ACM). Faulty
communication
- ECM-830C Alternator control module (ACM). Faulty signal
- ECM-830D Alternator control module (ACM). Signal too high
- ECM-8410 Autostarting, engine speed. Signal too low
- ECM-841B Autostarting, power supply. Signal too low
- ECM-842C Starter motor relay. Signal too high
- ECM-842D Starter motor relay. Signal too low
- ECM-843B Starter motor relay. Open
- ECM-843C Starter motor relay. Signal too high
- ECM-843D Starter motor relay. Signal too low
- ECM-8500 5 volt power supply. Faulty signal
- ECM-851D 5 volt power supply. Signal too low
- ECM-9000 Brake pedal sensor. Faulty signal
- ECM-900C Brake pedal sensor. Signal too high
- ECM-900D Brake pedal sensor. Signal too low
- ECM-9011 Brake pedal sensor, signal via CAN. Faulty signal
- ECM-901B Brake pedal sensor, signal via CAN. Signal missing
- ECM-901D Brake pedal sensor, signal via CAN. Signal too low
- ECM-9100 Clutch pedal switch. Faulty signal
- ECM-910C Clutch pedal switch. Signal too high
- ECM-910D Clutch pedal switch. Signal too low
- ECM-9110 Clutch pedal position sensor. Faulty signal
- ECM-911B Clutch pedal sensor. Signal missing

- ECM-911C Clutch pedal sensor. Signal too high
- ECM-911D Clutch pedal sensor. Signal too low
- ECM-9200 Throttle position (TP) sensor. Faulty signal
- ECM-9210 Electronic throttle unit, potentiometer 1. Faulty signal
- ECM-921C Electronic throttle unit, potentiometer 1. Signal too
high
- ECM-921D Electronic throttle unit, potentiometer 1. Signal too
low
- ECM-9220 Electronic throttle unit, potentiometer 2. Faulty signal
- ECM-922C Electronic throttle unit, potentiometer 2. Signal too
high
- ECM-922D Electronic throttle unit, potentiometer 2. Signal too
low
- ECM-9240 Engine control module (ECM). Faulty signal
- ECM-925C Electronic throttle unit. Signal too high
- ECM-925D Electronic throttle unit. Signal too low
- ECM-926C Electronic throttle unit. Signal too high
- ECM-926D Electronic throttle unit. Signal too low
- ECM-9270 Throttle unit. Faulty signal
- ECM-9280 Throttle unit. Faulty signal
- ECM-929C Engine control module (ECM). Signal too high
- ECM-929D Engine control module (ECM). Signal too low
- ECM-92B0 Electronic throttle unit. Faulty signal
- ECM-92CC Electronic throttle unit. Signal too high
- ECM-92CD Electronic throttle unit. Signal too low
- ECM-92D0 Electronic throttle unit. Faulty signal
- ECM-92E0 Engine control module (ECM). Internal fault
- ECM-9300 Control module communication problems. Faulty
signal
- ECM-930B Control module communication problems. Signal
missing
- ECM-930C Control module, communication problems. Signal too
high
- ECM-930D Control module communication problems. Signal too
low
- ECM-9400 Accelerator pedal (AP) position sensor, digital signal.
Faulty signal
- ECM-940C Accelerator pedal (AP) position sensor, digital signal.
Signal too high
- ECM-940D Accelerator pedal (AP) position sensor, digital signal.
Signal too low
- ECM-941C Accelerator pedal (AP) position sensor, analog signal.

Signal too high
- ECM-941D Accelerator pedal (AP) position sensor, analog signal.
Signal too low
- ECM-9430 Accelerator pedal (AP) position sensor, analog signal.
Faulty signal
- ECM-943B Accelerator pedal (AP) position sensor, analog signal.
Signal missing
- ECM-943C Accelerator pedal (AP) position sensor, analog signal.
Signal too high
- ECM-943D Accelerator pedal (AP) position sensor, analog signal.
Signal too low
- ECM-950C Engine control module (ECM), idle speed control.
Signal too high
- ECM-950D Engine control module (ECM), idle speed control.
Signal too low
- ECM-951C Engine control module (ECM), idle speed control.
Signal too high
- ECM-951D Engine control module (ECM), idle speed control.
Signal too low
- ECM-9700 Accelerator pedal (AP) position sensor, digital signal.
Faulty signal
- ECM-970B Accelerator pedal (AP) position sensor, digital signal.
Signal missing
- ECM-970C Accelerator pedal (AP) position sensor, digital signal.
Signal too high
- ECM-970D Accelerator pedal (AP) position sensor, digital signal.
Signal too low
- ECM-9800 Engine control module (ECM), torque signal. Internal
fault
- ECM-9810 Engine control module (ECM), engine speed (RPM).
Internal fault
- ECM-9820 Engine control module (ECM), load signal. Internal
fault
- ECM-9830 Engine control module (ECM). Internal fault
- ECM-983C Engine control module (ECM). Internal fault
- ECM-983D Engine control module (ECM). Internal fault
- ECM-984B Engine control module (ECM). Internal fault
- ECM-985C Engine control module (ECM), fuel shut-off system.
Internal fault
- ECM-9970 Memory fault in RAM. Faulty signal
- ECM-9980 Memory fault in ROM. Faulty signal

- ECM-9990 engine control module (ECM). Faulty signal
- ECM-999B Engine control module (ECM). Signal missing
- ECM-999D Engine control module (ECM). Signal too low
- ECM-9A0B Engine control module (ECM). Internal fault
- ECM-A020 Configuration fault. Signal missing
- ECM-A12B Speed signal. Signal missing
- ECM-A12C Speed signal. Signal too high
- ECM-A130 Control module communication. Faulty signal
- ECM-A13C Crash signal
- ECM-A20B Engine control module (ECM). Signal missing
- ECM-A20C Engine control module (ECM). Signal too high
- ECM-E000 Control module communication. Faulty signal
- ECM-E003 Configuration fault. Software fault
- ECM-XXXX Unknown diagnostic trouble code (DTC) for the
current control module version
ELECTRONIC POWER STEERING (EPS) DTCS

ELECTRONIC POWER STEERING (EPS) - DTC INDEX
DTC Description
EPS-0020 Pump motor. Signal too high (B5254T7)
EPS-0021 Pump motor. Faulty signal (B5254T7)
EPS-0022 Control module, internal fault (B5254T7)
EPS-0030 Temperature sensor. Signal missing (B5254T7)
EPS-0040 High temperature. Signal too high (B5254T7)
EPS-0041 High temperature. Signal too high (B5254T7)
EPS-0050 Memory fault in ROM. Internal fault (B5254T7)
EPS-0060 Control module. Internal fault (B5254T7)
EPS-0070 Power supply. Signal too high (B5254T7)
EPS-0071 Power supply. Signal too low (B5254T7)
EPS-0080 Steering wheel angle sensor. Faulty signal (B5254T7)
EPS-0081 Speed. Faulty signal (B5254T7)
EPS-0082 Engine status. Faulty signal (B5254T7)
EPS-E000 CAN communication. Faulty communication (B5254T7)
EPS-E003 Configuration fault. Faulty configuration (B5254T7)
EPS-XXXX Unknown diagnostic trouble code (DTC) for the present control module
version (B5254T7)
HEADLAMP CONTROL MODULE (HCM) DTCS

HEADLAMP CONTROL MODULE (HCM) - DTC INDEX
DTC Description
HCM-0142 Control module. Internal fault (B5254T7)
HCM-2281 Control module. Communication fault (B5254T7)
HCM-2285 Control module. Incorrect software (B5254T7)
HCM-2291 Control module Faulty signal (B5254T7)
HCM-6401 Left headlamp Faulty Signal (B5254T7)
HCM-6501 Right headlamp Faulty signal (B5254T7)
HCM-8F20 Position sensor rear Signal too high (B5254T7)
HCM-8F21 Position sensor rear Signal too low (B5254T7)
HCM-8F22 Position sensor, calibration Not completed (B5254T7)
HCM-8F30 Position sensor front Signal too high (B5254T7)
HCM-8F31 Position sensor front Signal too low (B5254T7)
HCM-8F40 Power supply sensor Faulty signal (B5254T7)
HCM-8F41 Power supply sensor Faulty signal (B5254T7)
HCM-DD00 LIN Communication fault (B5254T7)
HCM-E000 Control module Communication fault (B5254T7)
HCM-E003 Configuration fault Faulty configuration (B5254T7)
HCM-E010 Control module Voltage too low (B5254T7)
INTEGRATED AUDIO MODULE (IAM) DTCS

INTEGRATED AUDIO MODULE (IAM) - DTC INDEX
DTC Description
IAM-1001 AM/FM antenna. No signal
IAM-1002 AM/FM antenna. Faulty signal
IAM-2001 Control module. Internal fault
IAM-3001 Front left speaker. Signal too low
IAM-3002 Front left speaker. Signal too high
IAM-3003 Front left speaker. Faulty signal
IAM-3004 Front left speaker. No signal
IAM-3005 Front left speaker. Faulty signal
IAM-3011 Front right speaker. Signal too low
IAM-3012 Front right speaker. Signal too high
IAM-3013 Front right speaker. Faulty signal
IAM-3014 Front right speaker. No signal
IAM-3015 Front right speaker. Faulty signal
IAM-3021 Rear left speaker. Signal too low
IAM-3022 Rear left speaker. Signal too high
IAM-3023 Rear left speaker. Faulty signal
IAM-3024 Rear left speaker. No signal
IAM-3025 Rear left speaker. Faulty signal
IAM-3031 Rear right speaker. Signal too low
IAM-3032 Rear right speaker. Signal too high
IAM-3033 Rear right speaker. Faulty signal
IAM-3034 Rear right speaker. No signal
IAM-3035 Rear right speaker. Faulty signal
IAM-4001 Microphone input. Signal missing
IAM-4002 Microphone input. Signal too low
IAM-4003 Microphone input. Signal too high
IAM-5001 USB port. Signal too low
IAM-5002 USB port. Signal too high
IAM-9001 Control module. Configuration fault
IAM-9002 Control module. Overheated
IAM-XXXX Unspecified Diagnostic Trouble Code (DTC) for current control module
version
INFOTAINMENT CONTROL MODULE (ICM) DTCS

INFOTAINMENT CONTROL MODULE (ICM) - DTC INDEX
DTC Description
ICM-1A02 Control module. Faulty voltage
ICM-1A05 Display. Faulty voltage
ICM-1A06 Relay, infotainment not deactivated
ICM-1A51 Communication with the audio module (AUD). Signal missing
ICM-1A53 Communication with the multimedia module (MMM). Signal missing
ICM-1A54 Communication with the subwoofer module (SUB). Signal missing
ICM-1A57 Communication with the phone module (PHM). Signal missing
ICM-1A58 Communication with the global positioning system module (GPS). Signal
missing
ICM-1A59 Communication with the traffic message channel module (TMC). Signal
missing
ICM-1A5A Communication with integrated audio module (IAM). Signal missing
ICM-1A5B Communication with Remote Digital Audio Receiver (RDAR) Signal
missing
ICM-1A5C Communication with bluetooth phone module (BPM) Signal missing
ICM-1A5D Communication With Accessory USB Unit (AUU) Signal missing
ICM-1D03 Control module, not fully programmed. Internal fault
ICM-1D07 Control module. Internal fault
ICM-1F36 Heating, display. Signal missing
ICM-1F37 Display. Signal missing
ICM-1F38 Temperature sensor. Faulty signal
ICM-1F40 Receiver remote control. Short-circuit to ground
ICM-6C71 Audio module (AUD) not approved. Faulty signal
ICM-6C72 Multimedia module (MMM) not approved. Faulty signal
ICM-6C73 Subwoofer module (SUB) not approved. Faulty signal
ICM-6C76 Phone module (PHM) not approved. Faulty signal
ICM-6C77 Global positioning system module (GPS) not approved. Faulty signal
ICM-6C78 Traffic message channel module (TMC) not approved. Faulty signal
ICM-6C79 Infotainment control module (ICM) not approved. Faulty signal
ICM-6C7A Integrated audio module (IAM) not valid. Faulty signal
ICM-6C7B Remote Digital Audio Receiver (RDAR) not valid Faulty signal
ICM-6C7C Bluetooth phone module (BPM) not valid Faulty signal
ICM-6C7D Accessory USB Unit (AUU) not valid Faulty signal
ICM-DC00 Control module communication. Internal fault
ICM-DC01 Communication module. Faulty signal
ICM-DC02 Control module communication. No communication
ICM-E001 Control module communication. Faulty communication
ICM-E003 Configuration fault. Faulty configuration
ICM-E010 Power supply. Signal too low
ICM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
KEYLESS VEHICLE MODULE (KVM) DTCS

KEYLESS VEHICLE MODULE (KVM) - DTC INDEX
DTC Description
KVM-0001 Receiver. No communication
KVM-0004 Remote control receiver. No communication
KVM-0010 Inner antenna. Signal too low
KVM-0011 Inner antenna. Signal too high
KVM-0012 Inner antenna. Signal missing
KVM-001C Outer antenna rear. Signal too high
KVM-001D Outer antenna rear. Signal missing
KVM-001E Outer antenna rear. Faulty signal
KVM-0020 Switch unlocking left front. Signal missing
KVM-0021 Switch unlocking right front. Signal missing
KVM-0030 Outer lock button left front. Activated too long
KVM-0031 Outer lock button right front. Activated too long
KVM-0040 Switch unlocking left front. Activated too long
KVM-0041 Switch unlocking right front. Activated too long
KVM-0050 Switch quick lock left front. Activated too long
KVM-0051 Switch quick lock right front. Activated too long
KVM-0060 Switch unlocking tailgate. Activated too long
KVM-0080 Control module. Internal memory fault
KVM-0081 Control module. Internal memory fault
KVM-0100 Interior antennas. Signal too low
KVM-0103 Exterior left antennas. Signal too low
KVM-0104 Exterior right antennas. Signal too low
KVM-0105 Exterior trunk antenna. Signal too low
KVM-0110 Remote control invalid key code
KVM-0115 RFR Part&Serial Number conversion error
KVM-E001 Control module communication. Faulty communication
KVM-E003 Incorrect configuration. Faulty configuration
KVM-E010 Power supply. Signal too low
KVM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
MULTIMEDIA MODULE (MMM) DTCS

MULTIMEDIA MODULE (MMM) - DTC INDEX
DTC Description
MMM-1000 Control module. Internal fault

MMM-3100 GPS-antenna. Open circuit
MMM-3110 GPS-antenna. Ground (GND) short
MMM-6000 Control module Faulty configuration
PARKING ASSIST MODULE (PAM) DTCS

PARKING ASSIST MODULE (PAM) - DTC INDEX
DTC Description
PAM-0001 Control module. Internal fault
PAM-0002 Parking sensor 1. Signal too high
PAM-0003 Parking sensor 1. Signal too low/Signal missing
PAM-0010 Parking sensor 5. Signal too high (L.H.D)
PAM-0011 Parking sensor 5. Signal too low/Signal missing (L.H.D)
PAM-0018 Configuration fault
PAM-E001 Control module communication. Faulty communication
PAM-E003 Configuration fault. Faulty configuration
PAM-E010 Power supply. Voltage difference too great
PAM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
PASSENGER DOOR MODULE (PDM) DTCS

PASSENGER DOOR MODULE (PDM) - DTC INDEX
DTC Description
PDM-0012 Control, passenger window. Stuck in the active position
PDM-0024 Central locking switch. Faulty signal
PDM-0025 LED, camera module Signal too low
PDM-0026 LED, camera module Signal too high
PDM-0027 LED, camera module Open circuit
PDM-002B Camera module Internal failure
PDM-002F Camera module voltage supply Signal too low
PDM-003A Camera module voltage supply Signal too high
PDM-DD20 LIN communication camera module Internal fault
PDM-DD21 LIN communication camera module Shorted
PDM-DD22 LIN communication camera module Internal fault
PDM-DD30 Communication with camera module Internal Fault
PDM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
PHONE MODULE (PHM) DTCS

PHONE MODULE (PHM) - DTC INDEX
DTC Description
PHM-0008 Emergency microphone Signal too high
PHM-000A Emergency microphone Signal too low/Signal missing
PHM-0013 Control module Internal fault
PHM-0030 Reserv battery Voltage too low
PHM-0040 SIM-card Internal fault
PHM-0063 Illumination buttons Signal too high/Signal missing
PHM-0064 Illumination buttons Signal too low
PHM-0065 Volvo On Call buttons Signal too low
PHM-0066 Volvo On Call buttons Signal too high/Signal missing
PHM-0067 Reserv battery Not connected
PHM-0068 SIM card holder Signal missing
PHM-006B Memory fault control module Internal fault
PHM-0080 Volvo On Call buttons Wrong switches mounted
PHM-0082 Volvo On Call buttons Activated too long
PHM-0100 Control module Configuration fault

PHM-0211 Internal Backup speaker Signal too low
PHM-0215 Emergency microphone Signal too high/Signal missing
PHM-1A51 Control module Incorrect software
PHM-1A54 Control module Incorrect software
PHM-4E96 Control module Internal fault
PHM-5529 Internal backup antenna Invalid signal
PHM-5611 Telephone antenna Signal too low
PHM-5615 Telephone antenna Signal too high/Signal missing
PHM-6911 Handset hook Signal too low
PHM-6915 Handset hook Signal too high/Signal missing
PHM-6A11 Handset microphone Signal too low
PHM-6A15 Handset microphone Signal too high/Signal missing
PHM-6B11 Handset speaker Signal too low
PHM-6B15 Handset speaker Signal too high/Signal missing
PHM-7B11 Handset supply Signal too low
PHM-7B12 Handset supply Signal too high
PHM-9F11 GPS-antenna Signal too low
PHM-9F13 GPS-antenna Signal missing
PHM-A211 Crash signal Signal too low
PHM-A215 Crash signal Signal too high/Signal missing
PHM-A238 Crash signal Faulty signal
PHM-C000 Control module Software fault
PHM-E001 Control module communication Software error
PHM-E003 Configuration fault Software fault
PHM-E010 Power supply Faulty signal
POWER SEATS (PSL) DTCS

POWER SEATS (PSL) - DTC INDEX
DTC Description
PSL-0001 Hall sensor 1. Faulty signal
PSL-0007 M1, M2, M3, M4 or MC. Shorted to supply
PSL-0008 M1, M2, M3, M4 or MC. Ground (GND) short
PSL-0019 Memory function 1. Internal fault
PSL-001A Memory function 2. Internal fault
PSL-001B Memory function 3. Internal fault
PSL-0020 Front-rear adjustment control, M1+. Activated too long
PSL-0021 Front-rear adjustment control, M1-. Activated too long

PSL-0022 Backrest adjustment control, M2+. Activated too long
PSL-0023 Backrest adjustment control, M2-. Activated too long
PSL-0024 Rear edge adjustment control, M3+. Activated too long
PSL-0025 Rear edge adjustment control, M3-.. Activated too long
PSL-0026 Front edge adjustment control, M4+. Activated too long
PSL-0027 Front edge adjustment control, M4-. Activated too long
PSL-0028 Operating button, memory 1. Activated too long
PSL-0029 Operating button, memory 2. Activated too long
PSL-002A Operating button, memory 3. Activated too long
PSL-002B Operating button. Activated too long
PSL-002C Front-rear adjustment, M1+ and M1-. Faulty signal
PSL-002D Backrest, M2+ and M2-.. Faulty signal
PSL-002E Seat rear edge, M3+ and M3-. Faulty signal
PSL-002F Seat front edge, M4+ and M4-. Faulty signal
PSL-0030 Front-rear adjustment, Motor 1 (M1+). Signal missing
PSL-0032 Backrest, Motor 2 (M2+). Signal missing
PSL-0034 Seat rear edge, Motor 3 (M3+). Signal missing
PSL-0036 Seat front edge, Motor 4 (M4+). Signal missing
PSL-0038 Control module. Software error
PSL-0040 Easy-entry switch forward. Activated too long
PSL-0041 Easy-entry switch backward. Activated too long
PSL-0042 Easy-Entry switch. Invalid combination
PSL-0044 Control module. Initialisation of power seat lost or not done
PSL-0045 Control module. Initialisation of power seat lost or not done
PSL-0047 Hall sensor ground backrest. Short to supply
PSL-0048 Hall sensor signal backrest. Short to supply
PSL-0049 Hall sensor signal backrest. Short to ground
PSL-004A Hall sensor backrest. Open circuit
PSL-004B Hall sensor backrest. Abnormal current
PSL-0050 Control module. Incorrect software
PSL-E001 Control module communication. Faulty communication
PSL-E003 Configuration fault. Faulty configuration
PSL-E010 Power supply. Signal too low
POWER SEATS (PSR) DTCS

POWER SEATS (PSR) - DTC INDEX
DTC Description
PSR-0001 Hall sensor 1. Faulty signal

PSR-0007 M1, M2, M3, M4 or MC. Shorted to supply
PSR-0008 M1, M2, M3, M4 or MC. Ground (GND) short
PSR-0019 Memory function 1. Internal fault
PSR-001A Memory function 2. Internal fault
PSR-001B Memory function 3. Internal fault
PSR-0020 Front-rear adjustment control, M1+. Activated too long
PSR-0021 Front-rear adjustment control, M1-. Activated too long
PSR-0022 Backrest adjustment control, M2+. Activated too long
PSR-0023 Backrest adjustment control, M2-. Activated too long
PSR-0024 Rear edge adjustment control, M3+. Activated too long
PSR-0025 Rear edge adjustment control, M3-.. Activated too long
PSR-0026 Front edge adjustment control, M4+. Activated too long
PSR-0027 Front edge adjustment control, M4-. Activated too long
PSR-0028 Operating button, memory 1. Activated too long
PSR-0029 Operating button, memory 2. Activated too long
PSR-002A Operating button, memory 3. Activated too long
PSR-002B Operating button. Activated too long
PSR-002C Front-rear adjustment, M1+ and M1-. Faulty signal
PSR-002D Backrest, M2+ and M2-.. Faulty signal
PSR-002E Seat rear edge, M3+ and M3-. Faulty signal
PSR-002F Seat front edge, M4+ and M4-. Faulty signal
PSR-0030 Front-rear adjustment, Motor 1 (M1+). Signal missing
PSR-0032 Backrest, Motor 2 (M2+). Signal missing
PSR-0034 Seat rear edge, Motor 3 (M3+). Signal missing
PSR-0036 Seat front edge, Motor 4 (M4+). Signal missing
PSR-0038 Control module. Software error
PSR-0040 Easy-entry switch forward. Activated too long
PSR-0041 Easy-entry switch backward. Activated too long
PSR-0042 Easy-Entry switch. Invalid combination
PSR-0044 Control module. Initialisation of power seat lost or not done
PSR-0045 Control module. Initialisation of power seat lost or not done
PSR-0047 Hall sensor ground backrest. Short to supply
PSR-0048 Hall sensor signal backrest. Short to supply
PSR-0049 Hall sensor signal backrest. Short to ground
PSR-004A Hall sensor backrest. Open circuit
PSR-004B Hall sensor backrest. Abnormal current
PSR-0050 Control module. Incorrect software
PSR-E001 Control module communication. Faulty communication
PSR-E003 Configuration fault. Faulty configuration
Power supply. Signal too low
REAR ELECTRONIC MODULE (REM) DTCS

REAR ELECTRONIC MODULE (REM) - DTC INDEX
DTC Description
REM-8E01 Relay, back-up (reversing) lamp. Internal fault
REM-8E02 Relay, back-up (reversing) lamp. Internal fault
SUPPLEMENTAL RESTRAINT SYSTEM (SRS) DTCS

SUPPLEMENTAL RESTRAINT SYSTEM (SRS) - DTC INDEX
DTC Description
SRS-0001 SRS indicator lamp. Faulty function
SRS-0002 SRS indicator lamp. Signal missing
SRS-0003 PAD/ PAE lamp Faulty function
SRS-0004 PAD lamp. Signal missing
SRS-0005 Power supply from the battery. Voltage too low
SRS-0006 Power supply from the battery. Voltage too high
SRS-0010 Driver airbag stage 1. Signal too low
SRS-0011 Driver airbag stage 1. Signal too high
SRS-0012 Driver airbag stage 1. Resistance too low
SRS-0013 Driver airbag stage 1. Resistance too high
SRS-0014 Driver airbag stage 1. Short-circuit to adjacent SRS ignition cable
SRS-0015 Driver's airbag stage 1. Configuration fault
SRS-0016 Driver airbag stage 2. Signal too low
SRS-0017 Driver airbag stage 2. Signal too high
SRS-0018 Driver airbag stage 2. Resistance too low
SRS-0019 Driver airbag stage 2. Resistance too high
SRS-001A Driver airbag stage 2. Short-circuit to adjacent SRS ignition cable
SRS-001B Driver's airbag stage 2. Configuration fault
SRS-001C Passenger airbag, stage 1. Signal too low
SRS-001D Passenger airbag, stage 1. Signal too high
SRS-001E Passenger airbag, stage 1. Resistance too low
SRS-001F Passenger airbag, stage 1. Resistance too high
SRS-0020 Passenger airbag, stage 1. Short circuit to adjacent ignition cable
SRS-0021 Passenger airbag, stage 1. Configuration fault
SRS-0022 Passenger airbag, stage 2. Signal too low
SRS-0023 Passenger airbag, stage 2. Signal too high
SRS-0024 Passenger airbag, stage 2. Resistance too low
SRS-0025 Passenger airbag, stage 2. Resistance too high
SRS-0026 Passenger airbag, stage 2. Short circuit to adjacent ignition cable

SRS-0027 Passenger airbag, stage 2. Configuration fault
SRS-0028 Adaptive steering column. Signal too low
SRS-0029 Adaptive steering column. Signal too high
SRS-002A Adaptive steering column. Resistance too low
SRS-002B Adaptive steering column. Resistance too high
SRS-002C Adaptive steering column. Short circuit to adjacent ignition cable
SRS-002D Adaptive steering column. Configuration fault
SRS-002E Seat belt tensioner, left rear. Signal too low
SRS-002F Seat belt tensioner, left rear. Signal too high
SRS-0030 Seat belt tensioner, left rear. Resistance too low
SRS-0031 Seat belt tensioner, left rear. Resistance too high
SRS-0032 Seat belt tensioner, left rear. Short circuit to adjacent ignition cable
SRS-0033 Seat belt tensioner, left rear. Configuration fault
SRS-003A Seat belt tensioner, right rear. Signal too low
SRS-003B Seat belt tensioner, right rear. Signal too high
SRS-003C Seat belt tensioner, right rear. Resistance too low
SRS-003D Seat belt tensioner, right rear. Resistance too high
SRS-003E Seat belt tensioner, right rear. Short circuit to adjacent ignition cable
SRS-003F Seat belt tensioner, right rear. Configuration fault
SRS-0040 Side impact protection (SIPS) bag, left front. Signal too low
SRS-0041 Side impact protection (SIPS) bag, left front. Signal too high
SRS-0042 Side impact protection (SIPS) bag, left front. Resistance too low
SRS-0043 Side impact protection (SIPS) bag, left front. Resistance too high
SRS-0044 Side impact protection (SIPS) bag, left front. Short circuit to adjacent
ignition cable
SRS-0045 Side impact protection (SIPS) bag, left front. Configuration fault
SRS-0046 Side impact protection (SIPS) bag, right front. Signal too low
SRS-0047 Side impact protection (SIPS) bag, right front. Signal too high
SRS-0048 Side impact protection (SIPS) bag, right front. Resistance too low
SRS-0049 Side impact protection (SIPS) bag, right front. Resistance too high
SRS-004A Side impact protection (SIPS) bag, right front. Short circuit to adjacent
ignition cable
SRS-004B Side impact protection (SIPS) bag, right front. Configuration fault
SRS-004C Inflatable curtain (IC) left. Signal too low
SRS-004D Inflatable curtain (IC) left. Signal too high
SRS-004E Inflatable curtain (IC) left. Resistance too low
SRS-004F Inflatable curtain (IC) left. Resistance too high
SRS-0050 Inflatable curtain (IC) left. Short circuit to adjacent ignition cable
SRS-0051 Inflatable curtain (IC) left. Configuration fault
SRS-0052 Inflatable curtain (IC), right. Signal too low
SRS-0053 Inflatable curtain (IC), right. Signal too high

SRS-0054 Inflatable curtain (IC), right. Resistance too low
SRS-0055 Inflatable curtain (IC), right. Resistance too high
SRS-0056 Inflatable curtain (IC), right. Short circuit to adjacent ignition cable
SRS-0057 Inflatable curtain (IC), right. Configuration fault
SRS-0058 Seat belt tensioner, passenger. Signal too low
SRS-0059 Seat belt tensioner, passenger. Signal too high
SRS-005A Seat belt tensioner, passenger. Resistance too low
SRS-005B Seat belt tensioner, passenger. Resistance too high
SRS-005C Seat belt tensioner, passenger. Short circuit to adjacent ignition cable
SRS-005D Seat belt tensioner, passenger. Configuration fault
SRS-005E Belt load limiter, passenger. Signal too low
SRS-005F Belt load limiter, passenger. Signal too high
SRS-0060 Belt load limiter, passenger. Resistance too low
SRS-0061 Belt load limiter, passenger. Resistance too high
SRS-0062 Belt load limiter, passenger. Short circuit to adjacent ignition cable
SRS-0063 Belt load limiter, passenger. Configuration fault
SRS-0064 Belt load limiter, driver. Signal too low
SRS-0065 Belt load limiter, driver. Signal too high
SRS-0066 Belt load limiter, driver. Resistance too low
SRS-0067 Belt load limiter, driver. Resistance too high
SRS-0068 Belt load limiter, driver. Short circuit to adjacent ignition cable
SRS-0069 Belt load limiter, driver. Configuration fault
SRS-006A Seat belt tensioner, driver. Signal too low
SRS-006B Seat belt tensioner, driver. Signal too high
SRS-006C Seat belt tensioner, driver. Resistance too low
SRS-006D Seat belt tensioner, driver. Resistance too high
SRS-006E Seat belt tensioner, driver. Short circuit to adjacent ignition cable
SRS-006F Seat belt tensioner, driver. Configuration fault
SRS-0070 ROPS, Left bar. Signal too low
SRS-0071 ROPS, Left bar. Signal too high
SRS-0072 ROPS, Left bar. Resistance too low
SRS-0073 ROPS, Left bar. Resistance too high
SRS-0074 ROPS, Left bar. Short circuit to adjacent ignition cable
SRS-0075 ROPS, Left bar. Configuration fault
SRS-0076 ROPS, Right bar. Signal too low
SRS-0077 ROPS, Right bar. Signal too high
SRS-0078 ROPS, Right bar. Resistance too low
SRS-0079 ROPS, Right bar. Resistance too high
SRS-007A ROPS, Right bar. Short circuit to adjacent ignition cable
SRS-007B ROPS, Right bar. Configuration fault
Driver's seat belt buckle. Signal too high

SRS-0091 Driver's seat belt buckle. Current outside the permitted range
SRS-0092 Driver's seat belt buckle. Signal too low
SRS-0093 Driver's seat belt buckle. Configuration fault
SRS-0094 Passenger seat belt buckle. Signal too high
SRS-0095 Passenger seat belt buckle. Current outside the permitted range
SRS-0096 Passenger seat belt buckle. Signal too low
SRS-0097 Passenger seat belt buckle. Configuration fault
SRS-0098 Seat belt buckle, front. Shorted
SRS-009A Rear seat belt buckle. Signal missing
SRS-009B Rear seat belt buckles. Configuration fault
SRS-009C Driver's seat position sensor. Signal too high
SRS-009D Driver's seat position sensor. Current outside the permitted range
SRS-009E Driver's seat position sensor. Signal too low
SRS-009F Driver's seat position sensor. Configuration fault
SRS-00A0 Passenger seat position sensor. Signal too high
SRS-00A1 Passenger seat position sensor. Current outside the permitted range
SRS-00A2 Passenger seat position sensor. Signal too low
SRS-00A3 Passenger seat position sensor. Configuration fault
SRS-00A4 Switch for airbag in the On position. Signal too high
SRS-00A5 Switch for airbag in the On position. Current outside the permitted range
SRS-00A6 Switch for airbag in the On position. Signal too low
SRS-00A7 Switch for airbag in the On/Off position. Configuration fault
SRS-00A8 Switch for airbag in the Off position. Signal too high
SRS-00A9 Switch for airbag in the Off position. Current outside the permitted range
SRS-00AA Switch for airbag in the Off position. Signal too low
SRS-00AB Switch for passenger airbag. Faulty function
SRS-00B0 Up front sensor front left. Communication fault
SRS-00B1 Up front sensor front left. Signal too low
SRS-00B2 Up front sensor front left. Signal too high
SRS-00B3 Up front sensor front left. Internal fault
SRS-00B4 Up front sensor front left. Wrong measurement range
SRS-00B5 Up front sensor front left. Configuration fault
SRS-00B9 Up front sensor front right. Communication fault
SRS-00BA Up front sensor front right. Signal too low
SRS-00BB Up front sensor front right. Signal too high
SRS-00BC Up front sensor front right. Internal fault
SRS-00BD Up front sensor front right. Wrong measurement range
SRS-00BE Up front sensor front right. Configuration fault
SRS-00C2 Pressure sensor left door. Communication fault
SRS-00C3 Pressure sensor left door. Signal too low
Pressure sensor left door. Signal too high

SRS-00C5 Pressure sensor left door. Internal fault
SRS-00C6 Pressure sensor left door. Wrong measurement range
SRS-00C7 Pressure sensor left door. Configuration fault
SRS-00CB Pressure sensor right door. Communication fault
SRS-00CC Pressure sensor right door. Signal too low
SRS-00CD Pressure sensor right door. Signal too high
SRS-00CE Pressure sensor right door. Internal fault
SRS-00CF Pressure sensor right door. Wrong measurement range
SRS-00D0 Pressure sensor right door. Configuration fault
SRS-00D4 Side impact sensor, left rear. Communication fault
SRS-00D5 Side impact sensor, left rear. Signal too low
SRS-00D6 Side impact sensor, left rear. Signal too high
SRS-00D7 Side impact sensor, left rear. Internal fault
SRS-00D8 Side impact sensor, left rear. Wrong measurement range
SRS-00D9 Side impact sensor, left rear. Configuration fault
SRS-00DD Side impact sensor, right rear. Communication fault
SRS-00DE Side impact sensor, right rear. Signal too low
SRS-00DF Side impact sensor, right rear. Signal too high
SRS-00E0 Side impact sensor, right rear. Internal fault
SRS-00E1 Side impact sensor, right rear. Wrong measurement range
SRS-00E2 Side impact sensor, right rear. Configuration fault
SRS-0120 Local CAN network, SRS. Communication fault
SRS-0126 Local CAN network, SRS. Configuration fault
SRS-0128 CAN signal. Signal missing
SRS-0129 CAN signal. Signal missing
SRS-012A CAN signal. Signal missing
SRS-012B CAN signal. Configuration fault
SRS-012C CAN signal. Configuration fault
SRS-012D CAN signal. Signal missing
SRS-0131 Control module. Internal fault
SRS-0132 Control module. Internal fault
SRS-013A Collision signal. Communication fault
SRS-013B Control module. Collision memory full
SRS-014A Weight sensor/Passenger airbag switch. Invalid combination
SRS-CFFF Control module. Internal fault
SRS-E001 Control module communication. Faulty communication
SRS-E003 Configuration fault. Faulty configuration
SRS-E010 Power supply. Voltage difference too great
STEERING WHEEL MODULE (SWM) DTCS

STEERING WHEEL MODULE (SWM) - DTC INDEX

DTC Description
SWM-0001 Reset button. Activated too long (B5254T7)
SWM-0002 Read button. Activated too long (B5254T7)
SWM-0003 Headlamp flash. Activated too long (B5254T7)
SWM-0004 Turn signal lamp stalk. Invalid combination (B5254T7)
SWM-0005 Windshield wiper lever. Invalid combination (B5254T7)
SWM-0006 Rain sensor button. Activated too long (B5254T7)
SWM-000C Windshield wiper lever. Invalid combination (B5254T7)
SWM-000D Windshield wiper lever. Invalid combination (B5254T7)
SWM-000E Windshield wiper lever. Invalid combination (B5254T7)
SWM-000F Windshield wiper lever. Invalid combination (B5254T7)
SWM-0014 RTI multi-button. Invalid combination (B5254T7)
SWM-0016 Cruise control ON/OFF button. Activated too long (B5254T7)
SWM-0017 Cruise control Resume button. Activated too long (B5254T7)
SWM-0018 Cruise control Cancel button. Activated too long (B5254T7)
SWM-0019 Cruise control Set+ button. Activated too long (B5254T7)
SWM-001A Cruise control Set- button. Activated too long (B5254T7)
SWM-001B Carphone YES-button. Activated too long (B5254T7)
SWM-001C Carphone NO button. Activated too long (B5254T7)
SWM-001D Volume+ button. Activated too long (B5254T7)
SWM-001E Volume- button. Activated too long (B5254T7)
SWM-0020 Scan+ button. Activated too long (B5254T7)
SWM-0021 Scan- button. Activated too long (B5254T7)
SWM-0022 RTI Enter button. Activated too long (B5254T7)
SWM-0023 RTI Reset button. Activated too long (B5254T7)
SWM-0024 RTI Up button. Activated too long (B5254T7)
SWM-0025 RTI Down button. Activated too long (B5254T7)
SWM-0026 RTI Left button. Activated too long (B5254T7)
SWM-0027 RTI Right button. Activated too long (B5254T7)
SWM-0031 Cruise control. Communication problems (B5254T7)
SWM-0032 Cruise control. Initiation fault (B5254T7)
SWM-0033 Windshield wiper lever. Faulty signal (B5254T7)
SWM-0200 Steering wheel angle sensor. Faulty signal (B5254T7)
SWM-0204 Steering wheel angle sensor. Current too low (B5254T7)
SWM-0206 Steering wheel module (SWM). Internal fault (B5254T7)

SWM-020A Steering wheel module (SWM). Calibration fault (B5254T7)
SWM-0A01 Steering wheel module (SWM). Internal fault (B5254T7)
SWM-0A03 Rear windshield wiper. No function (B5254T7)
SWM-0A04 Rear windshield wiper. No function (B5254T7)
SWM-0A06 Cruise control. No function (B5254T7)
SWM-0A07 Reset button. No function (B5254T7)
SWM-0A08 Reset button. No function (B5254T7)
SWM-0A09 Rain sensor button. No function (B5254T7)
SWM-0A0A Rain sensor. No function (B5254T7)
SWM-0A0B Steering wheel switch right (SWSR). No function (B5254T7)
SWM-0A0C Steering wheel switches. Invalid combination (B5254T7)
SWM-0A0D Steering wheel switches. Incorrect keypad installed (B5254T7)
SWM-0A0E Steering wheel module (SWM). Wrong version mounted (B5254T7)
SWM-0A10 Communication with control modules. Signal missing (B5254T7)
SWM-0A11 Communication with control modules. Signal missing (B5254T7)
SWM-0A12 Communication with control modules. Faulty signal (B5254T7)
SWM-DD00 Communication with control modules. Communication problems
(B5254T7)
(B5254T7)
(B5254T7)
(B5254T7)
(B5254T7)
SWM-E001 Communication with control module. Faulty communication (B5254T7)
SWM-E003 Configuration fault. Faulty configuration (B5254T7)
SWM-E010 Steering wheel module (SWM). Voltage too low (B5254T7)
SWM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version (B5254T7)
TRANSMISSION CONTROL MODULE (TCM) DTCS

TRANSMISSION CONTROL MODULE (TCM) - DTC INDEX
DTC Description
TCM-0002 Shift solenoid S1. Signal missing (AW55-50/51SN)
TCM-0003 Shift solenoid S1. Signal too low (AW55-50/51SN)
TCM-001E Transmission output speed sensor. Signal missing (AW55-50/51SN)
TCM-001F Vehicle speed sensor (VSS). Signal missing (AW55-50/51SN)

TCM-0020 Transmission output speed sensor. Faulty signal (AW55-50/51SN)
TCM-0022 Transmission speed sensor. Signal missing (AW55-50/51SN)
TCM-0023 Transmission input speed sensor. Signal missing (AW55-50/51SN)
TCM-0024 Transmission speed sensor. Faulty signal (AW55-50/51SN)
TCM-0027 Back-up gear. Incorrect gear ratio (AW55-50/51SN)
TCM-0028 1st gear. Incorrect gear ratio (AW55-50/51SN)
TCM-002E Lock-up function. Jerks or does not engage (AW55-50/51SN)
TCM-002F Lock-up function. Slips or does not engage (AW55-50/51SN)
TCM-0039 Gear-shift position sensor. Faulty signal (AW55-50/51SN)
TCM-0042 Counter, oil quality. The counter exceeds the limit value (AW55-
50/51SN)
TCM-0043 Oil temperature sensor. Temperature too high (AW55-50/51SN)
TCM-0044 Oil temperature sensor. Temperature too low (AW55-50/51SN)
TCM-0045 Oil temperature sensor. Faulty signal (AW55-50/51SN)
TCM-0046 Oil temperature sensor. Temperature too high (AW55-50/51SN)
TCM-0048 Transmission control module (TCM). Faulty software (AW55-50/51SN)
TCM-0049 Transmission control module (TCM). Internal fault (AW55-50/51SN)
TCM-0070 Function, immobilizer. Signal missing (AW55-50/51SN)
TCM-0071 Function, immobilizer. Faulty signal (AW55-50/51SN)
TCM-0075 Function, Shift-lock. Signal missing (AW55-50/51SN)
TCM-0076 Function, Shift-lock. Faulty signal (AW55-50/51SN)
TCM-0081 Transmission output speed sensor. Signal missing (AW55-50/51SN)
TCM-0082 Transmission output speed sensor. Signal missing (AW55-50/51SN)
TCM-0090 Shift lock solenoid. Signal too high (AW55-50/51SN)
TCM-0091 Shift-lock solenoid. Signal missing (AW55-50/51SN)
TCM-0092 Shift-lock solenoid. Signal too low (AW55-50/51SN)
TCM-0096 Gear selector module (GSM). Signal missing (AW55-50/51SN)
TCM-0099 Transmission control module (TCM). Internal fault (AW55-50/51SN)
TCM-009A Power supply. Faulty voltage (AW55-50/51SN)
TCM-009B Power supply. Signal too high (AW55-50/51SN)
TCM-0100 Transmission. Poor gear shifting quality (AW55-50/51SN)
TCM-010B Shift solenoid S5. Signal missing (AW55-50/51SN)
TCM-010C Shift solenoid S5. Signal too low (AW55-50/51SN)
TCM-010F Lock-up solenoid SLU. Signal missing (AW55-50/51SN)
TCM-0113 Linear pressure solenoid SLS. Signal missing (AW55-50/51SN)

TCM-0117 Linear pressure solenoid SLT. Signal missing (AW55-50/51SN)
TCM-0122 Linear pressure solenoid SLS. Faulty signal (AW55-50/51SN)
TCM-0123 Lock-up solenoid SLU. Faulty signal (AW55-50/51SN)
TCM-0124 Linear pressure solenoid SLT. Faulty signal (AW55-50/51SN)
TCM-0190 Gear selector module (GSM). Internal fault (AW55-50/51SN)
TCM-0191 Gear selector module (GSM). Internal fault (AW55-50/51SN)
TCM-0192 Gear selector module (GSM). Faulty signal (AW55-50/51SN)
TCM-0194 Gear selector module (GSM). Faulty signal (AW55-50/51SN)
TCM-019B Gear selector module (GSM). Signal too low (AW55-50/51SN)
TCM-019C Gear selector module (GSM). Signal missing (AW55-50/51SN)
TCM-0212 Shift solenoid S3. Hydraulic fault (AW55-50/51SN)
TCM-0286 Hall sensor in gear selector. Internal fault (AW55-50/51SN)
TCM-0287 Hall sensor in the gear selector. Internal fault (AW55-50/51SN)
TCM-029A Transmission control module (TCM). Internal fault (AW55-50/51SN)
TCM-0A01 Communication control module. Signal missing (AW55-50/51SN)
TCM-0A11 Gear position sensor. Calibration fault (AW55-50/51SN)
TCM-0A12 Gear-shift position sensor. Calibration fault (AW55-50/51SN)
TCM-0A30 Control module communication. Signal missing from Engine Control
Module (ECM) (AW55-50/51SN)
TCM-0A31 Control module communication. Signal missing from Engine Control
Module (ECM) (AW55-50/51SN)
TCM-DD00 Control module communication. Communication fault (AW55-50/51SN)
TCM-E000 Control module communication. Faulty communication (AW55-50/51SN)
TCM-E003 Control module communication. Faulty configuration (AW55-50/51SN)
TCM-E010 Power supply. Faulty voltage (AW55-50/51SN)
TCM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version (AW55-50/51SN)
TRAILER MODULE (TRM) DTCS

TRAILER MODULE (TRM) - DTC INDEX
DTC Description
TRM-1A03 Control module. Internal fault
TRM-1A04 Control module. Internal fault
TRM-8D05 Stop lamps. Faulty signal
TRM-E001 Control module communication. Faulty communication

TRM-E003 Configuration fault. Faulty configuration
TRM-E010 Power supply. Voltage difference too great
TRM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Removal, replacement and installation
Other Electrical Equipment - Removal, replacement and installation
COLLISION AVOIDANCE
DISTANCE SENSOR, PARK ASSISTANCE, FRONT
REMOVAL

Remove casing bumper front, see COVER BUMPER FRONT

Fig. 2: View Of Front Parking Assistance Distance Sensors

Fig. 3: Identifying Front Parking Assistance Sensors

Fig. 4: Parking Assistance Sensor Connectors

INSTALLATION
Follow instructions for paint, see PAINT
DISTANCE SENSORS PARKING ASSISTANCE REAR
see DISTANCE SENSORS PARKING ASSISTANCE REAR
FRONT INTRUSION SENSOR (2006, 2007)
see FRONT INTRUSION SENSOR
FRONT INTRUSION SENSOR (2008-2012)
KEYLESS VEHICLE MODULE (KVM)
see KEYLESS VEHICLE MODULE (KVM)
LOCKING SYSTEM RECEIVER (2006, 2007)
see LOCKING SYSTEM RECEIVER
LOCKING SYSTEM RECEIVER (2008-2012)
MOTION SENSOR REAR

see MOTION SENSOR REAR
PARKING ASSISTANCE MODULE
see PARKING ASSISTANCE MODULE
RAIN SENSOR
see RAIN SENSOR
RECEIVER LOCK SYSTEM KEYLESS ENTRY (RKE)
see RECEIVER LOCK SYSTEM KEYLESS ENTRY (RKE)
SUN SENSOR
see SUN SENSOR
REMOVAL
Fig. 5: View Of Ignition In "0" Position

Loosen the right side panel loadspace. See SIDE PANEL LOADSPACE
Fig. 6: Identifying Parking Assistance Module Screws

INSTALLATION
DATA LINK CONNECTOR

DATA LINK CONNECTOR (OBD-II)

Fig. 8: View Of Data Link Connector (OBD-II) location

Fig. 9: Identifying Data Link Connector (OBD-II) Release Tab

Fig. 10: Removing Data Link Connector (4 Of 5)


NOTE: Only work on 1 cable at a time.


DOOR LOCKS/ANTI-THEFT SYSTEMS

ANTENNAS, KEYLESS VEHICLE MODULE (KVM) (2006, 2007)
HINT: There are a total of 6 antennas, 4 are located along the middle of the car, 2 are located in the door
handles.
NOTE: For changing antennas in door handles, see: HANDLE OUTER DOOR FRONT
INFORMATION
METHOD CONTENT
This method consists of:
PREPARATORY WORK
IGNITION OFF

Ignition off.
ANTENNA KEYLESS VEHICLE MODULE (KVM) FRONT, REPLACING

REMOVING THE FRONT ANTENNA KEYLESS VEHICLE MODULE (KVM)
Fig. 14: Locating Antenna Nuts

Remove:

 the 2 x nuts
 the antenna
 the connector.
INSTALLING THE FRONT ANTENNA KEYLESS VEHICLE MODULE (KVM)
Install:
 the connector
 the antenna
 the 2 nuts
ANTENNA KEYLESS VEHICLE MODULE (KVM) REVERSE CENTER CONSOLE, REPLACING
REMOVING THE ANTENNA KEYLESS VEHICLE MODULE (KVM) REVERSE CENTER CONSOLE
Fig. 15: Identifying Antenna Connector

Remove:
 the rear tunnel compartment according to: TUNNEL CONSOLE REAR

 the antenna
 the connector.
INSTALLING THE ANTENNA KEYLESS VEHICLE MODULE (KVM) REVERSE CENTER CONSOLE
Install:
 the connector
 the antenna
 the rear tunnel compartment according to: TUNNEL CONSOLE REAR .
ANTENNA KEYLESS VEHICLE MODULE (KVM) LUGGAGE COMPARTMENT, REPLACING
REMOVING ANTENNA KEYLESS VEHICLE MODULE (KVM) LUGGAGE COMPARTMENT

Fig. 16: Identifying Bass Speaker Connector

Remove:
 the bass speaker in the backrest according to: REAR SEAT BACKREST SPEAKER (2011)
 the load cover according to: LUGGAGE COMPARTMENT HATCH
 the connector
 the antenna and the connector by carefully pulling on the cable harness.
INSTALLING ANTENNA KEYLESS VEHICLE MODULE (KVM) LUGGAGE COMPARTMENT
Install:
 the antenna, press in the connector through the hole under the load cover
 the connector
 the bass speaker in the backrest according to: REAR SEAT BACKREST SPEAKER .
ANTENNA KEYLESS VEHICLE MODULE (KVM) BUMPER BRACKET, REPLACING
REMOVING THE ANTENNA KEYLESS VEHICLE MODULE (KVM) BUMPER BRACKET

Fig. 17: Identifying Bumper Bracket Module

Remove:
 the casing for the rear bumper according to: BUMPERS

 the antenna, fold out the catches at the lower edge
INSTALLING THE ANTENNA KEYLESS VEHICLE MODULE (KVM) BUMPER BRACKET
Install:
 the connector
 the casing for the rear bumper. See: BUMPERS .
ANTENNAS, KEYLESS VEHICLE MODULE (KVM) (2008-2012)
handles.
INFORMATION
METHOD CONTENT
see ANTENNA KEYLESS VEHICLE MODULE (KVM) FRONT, REPLACING
see ANTENNA KEYLESS VEHICLE MODULE (KVM) REVERSE CENTER CONSOLE,

REPLACING
see ANTENNA KEYLESS VEHICLE MODULE (KVM) LUGGAGE COMPARTMENT, REPLACING
see ANTENNA KEYLESS VEHICLE MODULE (KVM) BUMPER BRACKET, REPLACING
PREPARATORY WORK
IGNITION OFF

Ignition off.


Remove:

 the 2 x nuts
 the antenna
 the connector.
Install:
 the connector
 the antenna
 the 2 nuts

Remove:

 the antenna
 the connector.
Install:
 the connector
 the antenna


Remove:
 the bass speaker in the backrest according to: REAR SEAT BACKREST SPEAKER
 the connector
Install:
 the connector


Remove:

Install:
 the connector
ANTI-THEFT PROTECTION SIREN (2006 - EARLY 2011)
REMOVAL


Remove the plenum cover, see PLENUM CHAMBER
Fig. 24: Identifying Anti-Theft Protection Siren Bolts

Torque: M6
10 Nm
INSTALLATION
ANTI-THEFT PROTECTION SIREN (LATE 2011 - 2012)
REMOVAL

Fig. 26: Locating Anti-Theft Protection Siren

Torque: M6
10 Nm
Fig. 27: Removing Anti-Theft Protection Siren (1 of 2)


INSTALLATION
DISTANCE SENSORS, PARKING ASSISTANCE, REAR
REMOVAL

Remove casing bumper rear, see BUMPERS
Fig. 30: Remove/Install Rear Parking Assistance Sensor Components (1 Of 3)



INSTALLATION
DRIVER DOOR MODULE (DDM)
REMOVAL


Remove panel side door front, see PANEL FRONT DOOR
Fig. 34: Identifying Driver Door Module (DDM) Screws

Torque: M6
10 Nm
INSTALLATION

REMOVAL
Remove floor console, see FLOOR CONSOLE
Fig. 35: View Of Front Intrusion Sensor Connector

INSTALLATION
Fig. 36: Identifying Drill Markings

Fig. 37: View Of Sensor Mounting

CAUTION: Make sure that the component aligns with the installation mark.
Follow the instructions regarding components with double-sided adhesive tape, see COMPONENTS WITH
DOUBLE-SIDED TAPE
Fig. 38: Identifying Tie Strap On Sensor

REMOVAL
Fig. 39: Identifying Ignition Switch In OFF Position

Fig. 40: Removing Cup Holder

Fig. 41: Identifying Front Intrusion Sensor Screws

Fig. 42: Identifying Front Intrusion Sensor Connector

INSTALLATION
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVING THE LEFT-HAND FRONT SEAT
Remove the left-hand front seat. See: FRONT SEAT .
REMOVAL
REMOVING THE KEYLESS VEHICLE MODULE (KVM)

Fig. 44: View Of Keyless Vehicle Module (KVM) Connectors

Remove:
 the 2 x screws
INSTALLATION
INSTALLING THE KEYLESS VEHICLE MODULE (KVM)
CAUTION: The pins on the control module are fragile. Press the connectors in
carefully.
Install:

 the 2 x screws
FINISHING
INSTALLING THE LEFT-HAND FRONT SEAT
Install the left-hand front seat. See: FRONT SEAT .
ORDERING SOFTWARE
Order software for the control module. See: 30667925
REMOVAL
NOTE: Is the vehicle equipped with keyless entry system, see: RECEIVER LOCK
SYSTEM KEYLESS ENTRY (RKE)
REMOVING THE COMBINED INSTRUMENT PANEL
Remove the combined instrument panel. See: COMBINED INSTRUMENT PANEL .
REMOVING RECEIVER LOCK SYSTEM
Fig. 45: View Of Instrument Panel Screws

Remove:
 the 2 x screws
 the remote receiver module (RRX).
INSTALLATION
INSTALLING RECEIVER LOCK SYSTEM
Install:
 the remote receiver module (RRX)

 the 2 screws.
INSTALLING THE COMBINED INSTRUMENT PANEL
Install the combined instrument panel. See: COMBINED INSTRUMENT PANEL .
REMOVAL
REMOVAL OF THE REMOTE RECEIVER
Fig. 46: Identifying Remote Keyless Entry (RKE) Receiver

HINT: The receiver is attached with Velcro against the windshield panel.
Remove:
 upper windshield frame. See HEADERRAIL TRIM PANEL

 the connector
 the receiver.
INSTALLATION
INSTALLATION OF THE REMOTE RECEIVER
Install:
 the receiver
 the connector
FUNCTION TEST
Test the function.
MOTION SENSOR REAR
REMOVAL
REMOVING THE MASS MOVEMENT SENSOR MODULE (MMS) REAR


Ignition off
Fig. 48: View Of Mass Movement Sensor Module (MMS) Screws

Remove:
 the rear seat according to: SEAT CUSHION, REAR SEAT

 the connector
 the 2 nuts
 mass movement sensor module (MMS).
INSTALLATION
INSTALLING THE MASS MOVEMENT SENSOR MODULE (MMS) REAR
Install:
 the connector
 Mass movement sensor module (MMS)
 the 2 nuts
 the rear seat according to: SEAT CUSHION, REAR SEAT .
PASSENGER DOOR MODULE (PDM)
REMOVAL



Torque: M6
10 Nm
INSTALLATION

RAIN SENSOR
REMOVAL
Remove the panel, see HEADERRAIL TRIM PANEL
Fig. 51: Identifying Rain Sensor Removal (1 Of 3)



CAUTION: Take extra care when handling the component.
CAUTION: The silicon surface must not be touched, any contamination of the surface
will damage the sensor.
INSTALLATION
Perform rain sensor check, see RAIN SENSOR, CHECK
REMOVAL
REMOVING REMOTE KEYLESS ENTRY (RKE)


Remove:
 the upper windshield member according to: HEADERRAIL TRIM PANEL

 the connector
 the receiver.
INSTALLATION
INSTALLING REMOTE KEYLESS ENTRY (RKE)
Install:
 the receiver
 the connector
FUNCTION TEST
Test the function.
SUN SENSOR/ALARM LED
REMOVAL
REMOVING THE SUN SENSOR/ALARM LED
Fig. 55: Removing The Sun Sensor/Alarm LED

Remove:
 the sun sensor/alarm LED. Use a weather strip tool

 the connector, x 1.
INSTALLATION
INSTALLING THE SUN SENSOR/ALARM LED
Install:
 the connector, x 1
 the sun sensor/alarm LED.
HEADLAMP POSITION SENSOR

FRONT POSITION SENSOR, HEADLAMP
REMOVAL

Follow instructions for lifting points body frame, see JACKING POINTS BODY
Fig. 57: Identifying Front Position Sensor, Headlamp Screws

Torque: M6
10 Nm
INSTALLATION
Calibrate accordingly
REAR POSITION SENSOR, HEADLAMP
POSITION SENSOR REAR, HEADLAMP
REMOVAL

Fig. 59: Identifying Position Sensor Rear, Headlamp Screws

Torque: M6
10 Nm
INSTALLATION
Calibrate accordingly.
POWER SOCKET
EXTRA POWER SOCKET 12V
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVAL
REMOVING THE CIGARETTE LIGHTER/ELECTRICAL SOCKET

Fig. 61: View Of Ashtray Panel

Remove the rear panel.
Disconnect the connector from the ashtray panel.

Fig. 62: Identifying Cigarette Lighter/Electrical Socket Catches

Lift up the catches (as shown in the illustration) using a small screwdriver. Press out the cigarette
lighter/electrical socket.
INSTALLATION
INSTALLING THE CIGARETTE LIGHTER/ELECTRICAL SOCKET
Install:
 the cigarette lighter/electrical socket

 the connector
 the cover.
EXTRA POWER SOCKET 12V, LUGGAGE COMPARTMENT
REMOVAL

Fig. 64: Identifying Luggage Compartment Screws

Fig. 65: Identifying Extra Power Socket 12V

INSTALLATION
POWER SOCKET 12V (2006, 2007)
REMOVAL

Fig. 67: Identifying Power Socket Panel

Fig. 68: View Of Power Socket Clip

INSTALLATION
POWER SOCKET 12V (2008-2012)
STEERING WHEEL CONTROL MODULE

REMOVAL
Remove steering wheel, see STEERING WHEEL
Remove panel steering column, see PANEL STEERING COLUMN
Remove steering wheel lever right, see CONTROL STALK, RIGHT
Remove steering wheel lever left, see CONTROL STALK, LEFT

Fig. 69: Identifying Steering Wheel Control Module Bolts

CAUTION: Make sure that the clockspring pins are not bent or damaged.
Torque: Steering wheel control module to steering column
0.9 Nm
Fig. 70: Identifying Steering Wheel Control Module Connectors

INSTALLATION
Perform angle sensor, steering wheel, resetting

SWITCHES AND KNOBS

BACK-UP (REVERSING) LAMPS SWITCH
REMOVAL
Fig. 71: Identifying Switch Connector

Fig. 72: View Of Back-Up Lamp Components (2 of 2)

Torque: Reversing lamp switch

24 Nm
INSTALLATION
CONTROL STALK, LEFT
REMOVAL

Fig. 74: Identifying Control Stalk, Left Screws

INSTALLATION
CONTROL STALK, RIGHT
REMOVAL

Fig. 76: Identifying Control Stalk, Right Screws

INSTALLATION
CONVERTIBLE TOP SWITCH

Remove switch, see FLOOR CONSOLE
see DATA LINK CONNECTOR (OBD-II)
see EXTRA POWER SOCKET 12V, LUGGAGE COMPARTMENT
see FRONT POSITION SENSOR, HEADLAMP
INSTRUMENT PANEL CONSOLE SWITCH KNOB
see INSTRUMENT PANEL CONSOLE SWITCH KNOB
KEYPAD, STEERING WHEEL
see KEYPAD, STEERING WHEEL
LIGHTING SWITCH
see LIGHTING SWITCH
LUGGAGE COMPARTMENT COVER POSITION SWITCH
see LUGGAGE COMPARTMENT COVER POSITION SWITCH
see PASSENGER DOOR MODULE (PDM)
Special tools
981 4071 STRAIGHTENING TOOL
Tool description: STRAIGHTENING TOOL
Tool boards: 80
REMOVAL
Fig. 77: Removing Instrument Panel Console Switch Knob

see 9814071
INSTALLATION
REMOVAL
Remove airbag driver's side, see DRIVER'S AIRBAG

Fig. 78: Identifying Steering Wheel Keypad

Fig. 79: View Of Steering Wheel Keypad Connectors

INSTALLATION
LIGHTING SWITCH
REMOVAL

Fig. 81: Identifying Lighting Switch in OFF Position

Fig. 82: View Of Lighting Switch Components

Fig. 83: Identifying Lighting Switch Screws

INSTALLATION

Fig. 85: Identifying Position Switch Connector

ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR
REMOVAL
IGNITION OFF

Ignition off
REMOVING SWITCH SIDE DOOR

Fig. 87: Removing Switch (1 Of 2)

Remove:
 the cover
 the bolt, x1
 the control panel
 the connector

 the 4 screws
 the switch from the control panel.
INSTALLATION
INSTALLING SWITCH SIDE DOOR
Install:
 the switch on the control panel

 the 4 screws
 the connector
 the bolt, x1
 the cover.
SWITCH, TUNNEL COMPARTMENT (2006, 2007)
REMOVAL
REMOVING COVER PANEL AND CONNECTOR

Remove:
 the cover panel

 the connectors.
REMOVING THE SWITCH

Fig. 90: Removing The Switch

Lift up the catches (see illustration) with a small screwdriver and press out the switch
INSTALLATION
INSTALLING THE SWITCH
Install the switch.
INSTALLING COVER PANEL AND CONNECTOR
Install:
 the connectors
 the cover panel.
FINISHING
FUNCTION TEST
Test the function.
SWITCH, TUNNEL COMPARTMENT (2008-2012)
REMOVAL

Fig. 91: Identifying Tunnel Compartment Switches

Fig. 92: View Of Tunnel Compartment Switch Tabs

Fig. 93: Removing Tunnel Compartment Switches

Initiate accordingly.
INSTALLATION
SWITCH, CENTRAL LOCKING SYSTEM
REMOVAL

Fig. 95: Remove/Install Central Locking System, Switch Components

INSTALLATION
SWITCH, HAZARD WARNING FLASHERS
REMOVAL
Remove inner ventilation nozzle, see DRIVER SIDE REGISTER
Fig. 96: Identifying Hazard Warning Flashers Release

INSTALLATION
WIPER/WASHER SYSTEM
HEADLIGHT WASHERS
REMOVAL
 Headlamps, see HEADLAMPS

 Cover bumper front, see BUMPERS
Fig. 97: Identifying Headlight Washer Components (1 of 2)


INSTALLATION
Fig. 99: Installing Headlight Washer

WASHER FLUID RESERVOIR (2006-2010)
REMOVAL
Fig. 100: View Of Washer Fluid Reservoir Bolt

Remove casing bumper front, see BUMPERS

See information on component position washer reservoir, see LOCATION OF COMPONENTS, WASHER
RESERVOIR
Fig. 101: View Of Washer Reservoir Bolts

Torque: M6
10 Nm
INSTALLATION
REMOVAL


RESERVOIR
Fig. 103: View Of Washer Reservoir Screw

Fig. 104: View Of Escaping Fluid

Fig. 105: Identifying Reservoir Tank Components

Fig. 106: Identifying Reservoir Tank Bolts

Torque: M6
10 Nm
INSTALLATION
WIPER ARM
Special tools
981 4088 Puller
Tool description: Puller
Tool boards: 80
REMOVAL

Fig. 107: Remove Key From Ignition

Fig. 108: Identifying Windshield Wiper Arm Screws

Torque: Windshield wiper arm
21 Nm
Fig. 109: View Of Special Tool 9814088

see 9814088
INSTALLATION
Fig. 110: View Of Wiper Blade Position

WIPER MECHANISM, WINDSHIELD
REMOVAL

Fig. 112: Identifying Wiper Mechanism Bolts

Torque: M6
10 Nm
INSTALLATION
WIPER MOTOR FRONT
REMOVAL

Remove the wiper mechanism, windscreen, see WIPER MECHANISM, WINDSHIELD

Fig. 114: Identifying Wiper Motor Front Components

Fig. 115: Identifying Wiper Motor Front Position


Fig. 116: Identifying Wiper Motor Front Screws

Torque: M6
10 Nm
INSTALLATION
NOTE: Make sure that this component is installed to the noted removal position.
Other Electrical Equipment - Removal, replacement and installation
COLLISION AVOIDANCE
DISTANCE SENSOR, PARK ASSISTANCE, FRONT
REMOVAL


Fig. 2: View Of Front Parking Assistance Distance Sensors

Fig. 3: Identifying Front Parking Assistance Sensors

Fig. 4: Parking Assistance Sensor Connectors

INSTALLATION
Follow instructions for paint, see PAINT
DISTANCE SENSORS PARKING ASSISTANCE REAR
see DISTANCE SENSORS PARKING ASSISTANCE REAR
see KEYLESS VEHICLE MODULE (KVM)
MOTION SENSOR REAR

see MOTION SENSOR REAR
see PARKING ASSISTANCE MODULE
RAIN SENSOR
see RAIN SENSOR
see RECEIVER LOCK SYSTEM KEYLESS ENTRY (RKE)
SUN SENSOR
see SUN SENSOR
REMOVAL

Loosen the right side panel loadspace. See SIDE PANEL LOADSPACE
Fig. 6: Identifying Parking Assistance Module Screws

INSTALLATION
DATA LINK CONNECTOR


Fig. 8: View Of Data Link Connector (OBD-II) location

Fig. 9: Identifying Data Link Connector (OBD-II) Release Tab

Fig. 10: Removing Data Link Connector (4 Of 5)


NOTE: Only work on 1 cable at a time.

DOOR LOCKS/ANTI-THEFT SYSTEMS

ANTENNAS, KEYLESS VEHICLE MODULE (KVM) (2006, 2007)
handles.
INFORMATION
METHOD CONTENT
PREPARATORY WORK
IGNITION OFF

Ignition off.


Remove:

 the 2 x nuts
 the antenna
 the connector.
Install:
 the connector
 the antenna
 the 2 nuts


Remove:

 the antenna
 the connector.
Install:
 the connector
 the antenna


Remove:
 the bass speaker in the backrest according to: REAR SEAT BACKREST SPEAKER (2011)
 the connector
Install:
 the connector

Remove:

Install:
 the connector
ANTENNAS, KEYLESS VEHICLE MODULE (KVM) (2008-2012)
handles.
INFORMATION
METHOD CONTENT
see ANTENNA KEYLESS VEHICLE MODULE (KVM) FRONT, REPLACING
see ANTENNA KEYLESS VEHICLE MODULE (KVM) REVERSE CENTER CONSOLE,

REPLACING
see ANTENNA KEYLESS VEHICLE MODULE (KVM) LUGGAGE COMPARTMENT, REPLACING
see ANTENNA KEYLESS VEHICLE MODULE (KVM) BUMPER BRACKET, REPLACING
PREPARATORY WORK
IGNITION OFF

Ignition off.


Remove:

 the 2 x nuts
 the antenna
 the connector.
Install:
 the connector
 the antenna
 the 2 nuts


Remove:

 the antenna
 the connector.
Install:
 the connector
 the antenna


Remove:
 the bass speaker in the backrest according to: REAR SEAT BACKREST SPEAKER
 the connector
Install:
 the connector

Remove:

Install:
 the connector
ANTI-THEFT PROTECTION SIREN (2006 - EARLY 2011)
REMOVAL

Fig. 24: Identifying Anti-Theft Protection Siren Bolts

Torque: M6
10 Nm
INSTALLATION
ANTI-THEFT PROTECTION SIREN (LATE 2011 - 2012)
REMOVAL

Fig. 26: Locating Anti-Theft Protection Siren

Torque: M6
10 Nm


INSTALLATION
DISTANCE SENSORS, PARKING ASSISTANCE, REAR
REMOVAL

Remove casing bumper rear, see BUMPERS




INSTALLATION
REMOVAL



Torque: M6
10 Nm
INSTALLATION
REMOVAL

Fig. 35: View Of Front Intrusion Sensor Connector

INSTALLATION
Fig. 36: Identifying Drill Markings

Fig. 37: View Of Sensor Mounting

CAUTION: Make sure that the component aligns with the installation mark.
Follow the instructions regarding components with double-sided adhesive tape, see COMPONENTS WITH
DOUBLE-SIDED TAPE
Fig. 38: Identifying Tie Strap On Sensor

REMOVAL

Fig. 40: Removing Cup Holder

Fig. 41: Identifying Front Intrusion Sensor Screws

Fig. 42: Identifying Front Intrusion Sensor Connector

INSTALLATION
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVING THE LEFT-HAND FRONT SEAT
Remove the left-hand front seat. See: FRONT SEAT .
REMOVAL
REMOVING THE KEYLESS VEHICLE MODULE (KVM)

Fig. 44: View Of Keyless Vehicle Module (KVM) Connectors

Remove:
 the 2 x screws
INSTALLATION
INSTALLING THE KEYLESS VEHICLE MODULE (KVM)
CAUTION: The pins on the control module are fragile. Press the connectors in
carefully.
Install:

 the 2 x screws
FINISHING
INSTALLING THE LEFT-HAND FRONT SEAT
Install the left-hand front seat. See: FRONT SEAT .
ORDERING SOFTWARE
Order software for the control module. See: 30667925
REMOVAL
NOTE: Is the vehicle equipped with keyless entry system, see: RECEIVER LOCK
SYSTEM KEYLESS ENTRY (RKE)
REMOVING THE COMBINED INSTRUMENT PANEL
Remove the combined instrument panel. See: COMBINED INSTRUMENT PANEL .
REMOVING RECEIVER LOCK SYSTEM

Fig. 45: View Of Instrument Panel Screws

Remove:
 the 2 x screws
 the remote receiver module (RRX).
INSTALLATION
INSTALLING RECEIVER LOCK SYSTEM
Install:
 the remote receiver module (RRX)

 the 2 screws.
INSTALLING THE COMBINED INSTRUMENT PANEL
Install the combined instrument panel. See: COMBINED INSTRUMENT PANEL .

REMOVAL
REMOVAL OF THE REMOTE RECEIVER

Remove:

 the connector
 the receiver.
INSTALLATION
INSTALLATION OF THE REMOTE RECEIVER
Install:
 the receiver
 the connector
FUNCTION TEST
Test the function.
MOTION SENSOR REAR
REMOVAL
REMOVING THE MASS MOVEMENT SENSOR MODULE (MMS) REAR


Ignition off
Fig. 48: View Of Mass Movement Sensor Module (MMS) Screws

Remove:
 the rear seat according to: SEAT CUSHION, REAR SEAT

 the connector
 the 2 nuts
 mass movement sensor module (MMS).
INSTALLATION
INSTALLING THE MASS MOVEMENT SENSOR MODULE (MMS) REAR
Install:
 the connector
 Mass movement sensor module (MMS)
 the 2 nuts
 the rear seat according to: SEAT CUSHION, REAR SEAT .
REMOVAL


Torque: M6
10 Nm
INSTALLATION
RAIN SENSOR
REMOVAL
Remove the panel, see HEADERRAIL TRIM PANEL



CAUTION: The silicon surface must not be touched, any contamination of the surface
will damage the sensor.
INSTALLATION
Perform rain sensor check, see RAIN SENSOR, CHECK
REMOVAL
REMOVING REMOTE KEYLESS ENTRY (RKE)

Remove:

 the connector
 the receiver.
INSTALLATION
INSTALLING REMOTE KEYLESS ENTRY (RKE)
Install:
 the receiver
 the connector
FUNCTION TEST
Test the function.
SUN SENSOR/ALARM LED
REMOVAL
REMOVING THE SUN SENSOR/ALARM LED
Fig. 55: Removing The Sun Sensor/Alarm LED

Remove:
 the sun sensor/alarm LED. Use a weather strip tool

 the connector, x 1.
INSTALLATION
INSTALLING THE SUN SENSOR/ALARM LED
Install:
 the sun sensor/alarm LED.
HEADLAMP POSITION SENSOR

REMOVAL

Fig. 57: Identifying Front Position Sensor, Headlamp Screws

Torque: M6
10 Nm
INSTALLATION
REAR POSITION SENSOR, HEADLAMP
POSITION SENSOR REAR, HEADLAMP
REMOVAL


Fig. 59: Identifying Position Sensor Rear, Headlamp Screws

Torque: M6
10 Nm
INSTALLATION
Calibrate accordingly.
POWER SOCKET
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVAL
REMOVING THE CIGARETTE LIGHTER/ELECTRICAL SOCKET
Fig. 61: View Of Ashtray Panel

Remove the rear panel.
Disconnect the connector from the ashtray panel.

Fig. 62: Identifying Cigarette Lighter/Electrical Socket Catches

Lift up the catches (as shown in the illustration) using a small screwdriver. Press out the cigarette
lighter/electrical socket.
INSTALLATION
INSTALLING THE CIGARETTE LIGHTER/ELECTRICAL SOCKET
Install:
 the cigarette lighter/electrical socket

 the connector
 the cover.
REMOVAL


Fig. 65: Identifying Extra Power Socket 12V

INSTALLATION
POWER SOCKET 12V (2006, 2007)
REMOVAL

Fig. 67: Identifying Power Socket Panel

Fig. 68: View Of Power Socket Clip

INSTALLATION
POWER SOCKET 12V (2008-2012)

REMOVAL
Remove steering wheel, see STEERING WHEEL
Remove steering wheel lever right, see CONTROL STALK, RIGHT
Remove steering wheel lever left, see CONTROL STALK, LEFT
Fig. 69: Identifying Steering Wheel Control Module Bolts

CAUTION: Make sure that the clockspring pins are not bent or damaged.
Torque: Steering wheel control module to steering column

0.9 Nm
Fig. 70: Identifying Steering Wheel Control Module Connectors

INSTALLATION
Perform angle sensor, steering wheel, resetting
SWITCHES AND KNOBS

BACK-UP (REVERSING) LAMPS SWITCH
REMOVAL


Fig. 72: View Of Back-Up Lamp Components (2 of 2)

Torque: Reversing lamp switch
24 Nm
INSTALLATION
CONTROL STALK, LEFT
REMOVAL


Fig. 74: Identifying Control Stalk, Left Screws

INSTALLATION
CONTROL STALK, RIGHT
REMOVAL


Fig. 76: Identifying Control Stalk, Right Screws

INSTALLATION
CONVERTIBLE TOP SWITCH
Remove switch, see FLOOR CONSOLE
see DATA LINK CONNECTOR (OBD-II)

see EXTRA POWER SOCKET 12V, LUGGAGE COMPARTMENT
see FRONT POSITION SENSOR, HEADLAMP
see INSTRUMENT PANEL CONSOLE SWITCH KNOB
see KEYPAD, STEERING WHEEL
LIGHTING SWITCH
see LIGHTING SWITCH
see LUGGAGE COMPARTMENT COVER POSITION SWITCH
see PASSENGER DOOR MODULE (PDM)
Special tools
981 4071 STRAIGHTENING TOOL
Tool description: STRAIGHTENING TOOL
Tool boards: 80
REMOVAL
Fig. 77: Removing Instrument Panel Console Switch Knob

see 9814071
INSTALLATION
REMOVAL
Remove airbag driver's side, see DRIVER'S AIRBAG

Fig. 78: Identifying Steering Wheel Keypad

Fig. 79: View Of Steering Wheel Keypad Connectors

INSTALLATION
LIGHTING SWITCH
REMOVAL

Fig. 81: Identifying Lighting Switch in OFF Position

Fig. 82: View Of Lighting Switch Components

Fig. 83: Identifying Lighting Switch Screws

INSTALLATION

Fig. 85: Identifying Position Switch Connector

ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR
REMOVAL
IGNITION OFF

Ignition off
REMOVING SWITCH SIDE DOOR

Remove:
 the cover
 the bolt, x1
 the connector

 the 4 screws
 the switch from the control panel.
INSTALLATION
INSTALLING SWITCH SIDE DOOR
Install:
 the switch on the control panel

 the 4 screws
the connector

 the bolt, x1
 the cover.
SWITCH, TUNNEL COMPARTMENT (2006, 2007)
REMOVAL
REMOVING COVER PANEL AND CONNECTOR

Remove:
 the cover panel

 the connectors.
REMOVING THE SWITCH
Fig. 90: Removing The Switch

Lift up the catches (see illustration) with a small screwdriver and press out the switch
INSTALLATION
Install the switch.
INSTALLING COVER PANEL AND CONNECTOR
Install:
 the connectors
 the cover panel.
FINISHING
FUNCTION TEST
Test the function.
SWITCH, TUNNEL COMPARTMENT (2008-2012)
REMOVAL
Fig. 91: Identifying Tunnel Compartment Switches

Fig. 92: View Of Tunnel Compartment Switch Tabs

Fig. 93: Removing Tunnel Compartment Switches

Initiate accordingly.
INSTALLATION
SWITCH, CENTRAL LOCKING SYSTEM
REMOVAL

Fig. 95: Remove/Install Central Locking System, Switch Components

INSTALLATION

SWITCH, HAZARD WARNING FLASHERS
REMOVAL
Remove inner ventilation nozzle, see DRIVER SIDE REGISTER
Fig. 96: Identifying Hazard Warning Flashers Release

INSTALLATION
WIPER/WASHER SYSTEM
HEADLIGHT WASHERS
REMOVAL
 Headlamps, see HEADLAMPS

 Cover bumper front, see BUMPERS


INSTALLATION
Fig. 99: Installing Headlight Washer

REMOVAL

Fig. 100: View Of Washer Fluid Reservoir Bolt

RESERVOIR
Fig. 101: View Of Washer Reservoir Bolts

Torque: M6
10 Nm
INSTALLATION
REMOVAL

RESERVOIR

Fig. 103: View Of Washer Reservoir Screw

Fig. 104: View Of Escaping Fluid


Fig. 105: Identifying Reservoir Tank Components

Fig. 106: Identifying Reservoir Tank Bolts

Torque: M6
10 Nm
INSTALLATION
WIPER ARM
Special tools
981 4088 Puller
Tool boards: 80
REMOVAL


21 Nm

see 9814088
INSTALLATION
Fig. 110: View Of Wiper Blade Position

WIPER MECHANISM, WINDSHIELD
REMOVAL


Fig. 112: Identifying Wiper Mechanism Bolts

Torque: M6
10 Nm
INSTALLATION
WIPER MOTOR FRONT
REMOVAL

Remove the wiper mechanism, windscreen, see WIPER MECHANISM, WINDSHIELD
Fig. 114: Identifying Wiper Motor Front Components

Fig. 115: Identifying Wiper Motor Front Position


Fig. 116: Identifying Wiper Motor Front Screws

Torque: M6
10 Nm
INSTALLATION
NOTE: Make sure that this component is installed to the noted removal position.
ACCESSORIES AND BODY, CAB Miscellaneous - Design And Function
Miscellaneous - Design And Function
ACCESSORY ELECTRONIC MODULE (AEM) (2006-2012)

DESIGN
TIMER START OF THE ELECTRICAL PARKING HEATER
Fig. 1: Identifying Left-Hand Control Stalk & Electrical Parking Heater

A timer control function can be connected to the electrical parking heater which is controlled via the accessory
electronic module (AEM).
The system consists of:
 a relay for the electrical parking heater

 cable harness between the relay and the accessory electronic module (AEM).
The relay is mounted on the engine block heater and controls the electrical parking heater and relay passenger
compartment socket.
The relay acts as a switch and is supplied with power and controlled via the wiring from the accessory
The relay is connected to the ground terminal in the engine compartment.
When post-installing the timer start system for the electrical parking heater the vehicle must be configured using
new software which is carried out via VIDA (Volvo scan tool).
There are diagnostics for the relay/control signal.
ALARM SIGNAL OUTPUTS
An after market alarm unit can be connected to the accessory electronic module (AEM). The system consists of
four output signals which can be used as input signals in the external alarm system via a cable harness. The
accessory electronic module (AEM) uses the existing Controller area network (CAN) to receive/forward signals
for the vehicle alarm, key and door status.
When installing an after market alarm system the vehicle must be configured using new software. Configuration
is carried out via VIDA (Volvo scan tool).
There are diagnostics for the alarm signal outputs.
TELE-MUTE FUNCTION FOR NON-INTEGRATED MOBILE PHONES
The telemute function mutes the sound system when the mobile telephone rings.
The design consists of a signal input and a signal output. The input signal is digital (0 V/12 V) and the output
signal is a Controller area network (CAN) communication.
When post-installing the hands free unit the vehicle must be configured using new software. Configuration is
carried out via VIDA (Volvo scan tool).
There are diagnostics for the tele-mute function.
The accessory electronic module (AEM) has a built-in diagnostic system, Volvo Diagnostic, which
continuously monitors internal functions as well as input and output signals.
DIAGNOSTIC TROUBLE CODES (DTCS)
A diagnostic trouble code (DTC) is stored if the accessory electronic module (AEM) detects a fault. This
control module can store up to 6 diagnostic trouble codes (DTCs), the 3 first and the 3 latest.
Should a fault disappear for any reason after being permanently stored in the control module as a diagnostic
trouble code (DTC), the information remains stored in the memory.
READING AND ERASING DIAGNOSTIC TROUBLE CODES (DTCS)
Stored diagnostic trouble codes (DTCs) can be read off and erased using this function. The on-board diagnostic
(OBD) system can identify 19 different faults in the accessory electronic module (AEM). These are stored as
diagnostic trouble codes (DTCs).
This function can also be used to read off whether the fault is still present (permanent) or whether it has now
ceased (intermittent) after the diagnostic trouble code (DTC) has been stored.
Diagnostic trouble codes (DTCs) can only be erased once all the diagnostic trouble codes (DTCs) have been
read off at least once.
READING OFF INPUT AND OUTPUT SIGNALS
This function can be used to continuously read off the values and status of the accessory electronic module
(AEM) input and output signals.
The following parameters can be read off:
 power supply to the accessory electronic module (AEM)

 voltage level of the signal to the relay, engine block heater
 voltage level of alarm signals P0, P1, S0 and S1
 voltage level of the signal from tele-mute.
ACTIVATING COMPONENTS AND FUNCTIONS
This function can be used to activate components and functions which affect the outputs of the accessory
The following components can be activated:
 start signal to the electrical parking heater

 telemute signal which simulates the carphone muting the radio.
READING OFF THE CONTROL MODULE IDENTIFICATION
VIDA (Volvo scan tool) identifies control modules by reading off a number of codes from the control module
memory.
The codes contain information about the control module:
 hardware P/N (control module without software)

 hardware serial number (control module without software)
 software P/N
 diagnostic software P/N
 start address CAN configuration.
When installing or replacing the accessory electronic module (AEM) the software must be downloaded to the
control module. The software for the accessory electronic module (AEM) must be downloaded first. Then the
software for the connected accessories must be downloaded.
When ordering software, the hardware and the software in the car is compared to the information in the Volvo
central database. If the comparison is OK the software is downloaded to the control module.
If the comparison between the car and Volvo central database is not OK, the database is updated with the car
configuration. When this is complete the software is downloaded.
FUNCTION
STARTING THE PARKING HEATER VIA THE TIMER
Fig. 2: View Of Starting The Parking Heater Via The Timer

The left-hand control stalk controls the start timer for the parking heater (3/133). No other timer is required
when setting the timer control. The control stalk is directly connected to the steering wheel module (SWM)
(3/254) which transmits a signal via the Controller area network (CAN) to the central electronic module (CEM)
(4/56), which in turn transmits the signal on to the accessory electronic module (AEM) (4/78) when the
electrical heater is to start.
The start timer functions on either the electrical or fuel driven parking heater. The accessory electronic module
(AEM) is not involved when the fuel driven parking heater is selected. The heater to be used is selected in the
driver information module (DIM) (5/1).
ALARM SIGNAL OUTPUTS
Fig. 3: Identifying Alarm Signal Outputs

Output signals from the accessory electronic module (AEM) (4/78) are used when installing an after market
alarm unit.
Access is available to signals indicating:
 alarm status
 door status
 key status.
In this case the accessory electronic module (AEM) functions as a port between the Controller area network
(CAN) of the vehicle and the after market alarm unit.
TELE-MUTE FUNCTION FOR MOBILE TELEPHONES
Fig. 4: Identifying Tele-Mute Function For Mobile Telephones

In the event of a call the accessory electronic module (AEM) (4/78) receives an input signal from the hands free
unit (post installed) and forwards this on the Controller area network (CAN) to the infotainment control module
(ICM) (16/1). The infotainment control module (ICM) transmits the signal in turn via the MOST network to the
audio module (AUD) (16/105) which mutes the loudspeakers.
The tele-mute function is available as an accessory for the accessory electronic module (AEM).
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 5: Identifying Accessory Electronic Module (AEM)

The function of the accessory electronic module (AEM) is to allow certain accessories to exchange information
with the controller area network (CAN) of the vehicle. The control module functions as an interface between
accessories, which are not prepared for Controller area network (CAN) communication, and the Control area
network (CAN) of the vehicle and its functions. This exchange of information means that accessories can be
installed with greater functionality and higher quality.
The accessory electronic module (AEM) manages the following functions:
 relay for the electrical engine block heater

 outputs for external after-market alarms
 tele-mute for non-integrated carphones.
The functions managed by the accessory electronic module (AEM) may vary between different car models.
The accessory electronic module (AEM) is an accessory and is only available for order and installation as an
after market item.
Adapter wiring is required when installing accessory electronic module (AEM).
The control module is installed in the cargo compartment of the vehicles behind the side panel at the right-hand
wheel arch.
After installation the accessory electronic module (AEM) is configured using software. Configuration is carried
out via VIDA (Volvo scan tool).
The control module communicates with directly connected components, and via a Controller area network
(CAN).
The control module checks activations and input and output signals via an integrated diagnostic system. A
diagnostic trouble code (DTC) is stored if the control module detects a fault. Any diagnostic trouble codes
(DTCs) and stored in the control module memory and information can be read out using VIDA (Volvo scan
tool).
SIGNALS
The table below summarizes the input signals to and output signals from the accessory electronic module
(AEM) (4/78).
The signal types are divided into directly connected signals and Controller area network (CAN) communication.
The illustration below displays the same information with the Volvo component designations.
NOTE: The signals are only available for installed accessories.
Input signals Output signals

Directly connected: Directly connected:
 The telemute signal from after market hands  Start for the parking heater consisting of +12
free unit to the carphone to mute the volume V to the relay for the electrical parking heater
on the sound system.  External alarm unit (status signals).
Via Controller Area Network (CAN) Via Controller Area Network (CAN)
communication: communication:
Central electronic module (CEM) (4/56): Infotainment control module (ICM) (16/1):
 Start and stop signal, to control the relay for  Telemute signal via infotainment control
the electrical parking heater module (ICM) via the MOST network to the
 Alarm status, door status, key status. Used by audio module (AUD).
the accessory electronic module (AEM) to
control the external alarm.
Central electronic module (CEM) (4/56):
Steering wheel module (SWM) (3/254):  Start and stop signal, to control the relay for
the electrical parking heater
 Manual start and stop signal, to control the  Start and stop signal, to control the
relay for the electrical parking heater. Via combustion preheater module (CPM) (for fuel
central electronic module (CEM). driven parking heaters).
Fig. 6: Identifying AEM & Components

ACCESSORY USB UNIT (AUU) (2008)

DESIGN
CONTROL MODULE
Fig. 7: Identifying Accessory USB Unit (AUU)

The accessory USB unit (AUU) is designed to serve as an interface between the vehicle infotainment system
and external USB and iPod devices.
The accessory USB unit (AUU) has a directly connected USB port and supports the standard for removable
media on USB 2.0.
The accessory USB unit (AUU) receives input signals from the infotainment control module (ICM) via the
MOST network. The current status appears on the Infotainment Control Module (ICM) display.
All input and output signals from the control module travel via the MOST network.
The Accessory USB unit (AUU) is located behind the glove compartment down to the left on the cowl panel.
When replacing the control module reprogramming is required.
The control module can be diagnosed.
The control module has a built-in diagnostic system, Volvo Diagnostic, which continuously monitors internal
functions as well as input and output signals.
A diagnostic trouble code (DTC) is stored if the control module detects a fault.
There are two diagnostic trouble codes (DTCs) for the Accessory USB unit (AUU). A fault that was detected
during the last driving cycle is defined as permanent. Other faults that are detected are defined as intermittent.
Stored diagnostic trouble codes (DTCs) can be read off and erased using this function. Diagnostic trouble codes
(DTCs) can only be erased once all the diagnostic trouble codes (DTCs) have been read off at least once.
The diagnostic tool identifies control modules by reading off a number of codes from the control module
memory.

 software P/N
 diagnostic software P/N.
READING OFF EXTENDED FAULT-TRACING INFORMATION
This function can be used to read out parameters, identify status and counts stored at the same time as a
diagnostic trouble code (known as frozen values).
New software can be downloaded into the accessory USB unit (AUU). When software is ordered the software
and hardware of the vehicle are compared with Volvo's central database. If the comparison corresponds then the
software is downloaded into the control module.
If the comparison between the car and Volvo's central database does not correspond, the database is updated
with the vehicle's configuration. When this is complete, new software is downloaded.
Select the MOST network for a total download of software to the vehicle.
FUNCTION
PLAYING STORED MEDIA
Fig. 8: View Of Managing Playback Of Media

The task of the Accessory USB unit (AUU) is to manage playback of media that is stored on the external USB
memory and the iPod player.
The Accessory USB unit (AUU) supports media formats:
 mp3
 wav
 wma
The accessory USB unit (AUU) (4/124) is controlled via the buttons on the center console. Signals indicate
when the user has pressed the Play or Stop button.
The accessory USB unit (AUU) communicates with the infotainment control module (ICM) (16/1.2) via the
MOST network. The infotainment control module (ICM) then uses the MOST network to send the signals on to
the integrated audio module (IAM) (16/1) or the audio module (AUD) (16/105) depending on vehicle
configuration.
The accessory USB unit (AUU) has functions for:
 next track/previous track

 fast forward/rewind
 random playback (Random)
 system search (scan)
Any stored text information is also sent via the MOST network to the infotainment control module (ICM)
display, where it is displayed.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 9: View Of Accessory USB Unit (AUU)

The accessory USB unit (AUU) is designed to serve as an interface between the vehicle's infotainment system
and external USB and iPod devices that support the standard for removable media on USB 2.0.
Examples of USB/iPod devices that support the standard for removable media on USB and 2.0 are:
 Cameras
 MP3 players
 Handheld computers
 Portable USB drives
 iPod G4 from version 3.1.1
 iPod mini from version 1.4.1
 iPod nano from version 1.1
 iPod Video from version 1.1
The Accessory USB unit (AUU) is located behind the glove compartment down to the left on the cowl panel
and the corresponding USB port is located in the center console.
The accessory USB unit (AUU) has serial optic communication with components on the MOST network. All
communication with the accessory USB unit (AUU) is handled via the infotainment control module (ICM).
In order to function in the MOST network, the infotainment control module (ICM) checks that the accessory
USB unit (AUU) has a correct serial number. If the number is incorrect, the accessory USB unit (AUU) does
not work.
The accessory USB unit (AUU) checks executed activations and input/output signals via its integrated
diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble
codes are stored in the control module memory. The information can be read via the data link connector in the
vehicle.
For further information, see SIGNALS.
SIGNALS
The table below summarizes the input signals to and output signals from the accessory USB unit (AUU). The
signal types are divided into directly connected signals, serial communication and MOST communication. The
illustration below displays the same information with the Volvo component designations.

External USB device (for example mp3 External USB device (for example mp3
player and iPod devices) player and iPod devices)
Via MOST communication: Via MOST communication:
 Infotainment control module (ICM) (16/1.2)  Infotainment control module (ICM) (16/1.2)
Fig. 10: Identifying AUU & Components

ACCESSORY USB UNIT (AUU) (2009-2012)

DESIGN
CONTROL MODULE
Fig. 11: Identifying Accessory USB Unit (AUU)

The accessory USB unit (AUU) is designed to serve as an interface between the vehicle infotainment system
and external USB and iPod devices.
The accessory USB unit (AUU) has a directly connected USB port and supports the standard for removable
media on USB 2.0.
The accessory USB unit (AUU) receives input signals from the infotainment control module (ICM) via the
MOST network. The current status appears on the Infotainment Control Module (ICM) display.
All input and output signals from the control module travel via the MOST network.
There are two diagnostic trouble codes (DTCs) for the Accessory USB unit (AUU). A fault that was detected
during the last driving cycle is defined as permanent. Other faults that are detected are defined as intermittent.
READING OUT AND ERASING DIAGNOSTIC TROUBLE CODES
memory.

 software P/N
New software can be downloaded into the accessory USB unit (AUU). When software is ordered the software
and hardware of the vehicle are compared with Volvo's central database. If the comparison corresponds then the
FUNCTION
PLAYING STORED MEDIA
Fig. 12: View Of Managing Playback Of Media

The task of the Accessory USB unit (AUU) is to manage playback of media that is stored on the external USB
memory and the iPod player.
The Accessory USB unit (AUU) supports media formats:
 mp3
 wav
 wma
The accessory USB unit (AUU) (4/124) is controlled via the buttons on the center console. Signals indicate
when the user has pressed the Play or Stop button.
The accessory USB unit (AUU) communicates with the infotainment control module (ICM) (3/281) via the
MOST network. The infotainment control module (ICM) then uses the MOST network to send the signals on to
the integrated audio module (IAM) (16/1) or the audio module (AUD) (16/105) depending on vehicle
configuration.
The accessory USB unit (AUU) has functions for:
 next track/previous track

 fast forward/rewind
 random playback (Random)
 system search (scan)
Any stored text information is also sent via the MOST network to the infotainment control module (ICM)
display, where it is displayed.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 13: View Of Accessory USB Unit (AUU)

The accessory USB unit (AUU) is designed to serve as an interface between the vehicle's infotainment system
and external USB and iPod devices that support the standard for removable media on USB 2.0.
 Cameras
 MP3 players
 Handheld computers
 Portable USB drives
 iPod mini from version 1.4.1
 iPod nano from version 1.1
 iPod Video from version 1.1
The Accessory USB unit (AUU) is located behind the glove compartment down to the left on the cowl panel
and the corresponding USB port is located in the center console.
The accessory USB unit (AUU) has serial optic communication with components on the MOST network. All
communication with the accessory USB unit (AUU) is handled via the infotainment control module (ICM).
In order to function in the MOST network, the infotainment control module (ICM) checks that the accessory
USB unit (AUU) has a correct serial number. If the number is incorrect, the accessory USB unit (AUU) does
not work.
The accessory USB unit (AUU) checks executed activations and input/output signals via its integrated
vehicle.
SIGNALS
The table below summarizes the input signals to and output signals from the accessory USB unit (AUU). The
signal types are divided into directly connected signals, serial communication and MOST communication. The

External USB device (for example mp3 External USB device (for example mp3
player and iPod devices) player and iPod devices)
 Infotainment control module (ICM) (3/281)  Infotainment control module (ICM) (3/281)
Fig. 14: Identifying AUU & Components

ALARM (2006-2012)
DESIGN

Fig. 15: Identifying Central Electronic Module (CEM)

The central electronic module (CEM) (4/56) is the master unit for the alarm.
The control module communicates with directly connected units, via the LIN and the controller area network
(CAN). The control module has a number of sensors connected to it and determines what actions should be
taken.
DOOR OPEN SENSOR

Fig. 16: Identifying Door Open Sensor

The door open sensor is a switch mounted in the lock units of the side doors and the tailgate/trunk lid. On
vehicles with an alarm there is a single switch on the hood. The switches are closed when the door or
tailgate/trunk lid is shut.
The C30 and C70 do not have door open sensors for the rear side doors as they do not have any rear doors.
When the alarm is activated, the central electronic module (CEM) checks every 3 times / second that the
switches are closed. If the central electronic module (CEM) detects that a switch is open the alarm is triggered.
If the central electronic module (CEM) detects that a switch is not closed when the central locking and alarm
activation command is received, the vehicle tilt sensor and mass movement sensor module (MMS) alternatively
ultrasonic sensor module (IMS) will not be activated. Similarly, no attention will be paid to signals from a door
open sensor not closed on activation.
SIREN CONTROL MODULE (SCM)

Fig. 17: Identifying Siren Control Module (SCM)

The siren is used as a sound source for the alarm function. The siren is mounted under the plenum on the
passenger side. The siren is available with or without an internal vehicle tilt sensor. The type of siren mounted
in the vehicle is market and customer dependent.
The siren sounds if the power supply is cut or if communication with the central electronic module (CEM) fails
while the alarm is activated. The siren contains an internal battery which is charged when the ignition is on.
This battery has a capacity for 10 alarm cycles. The battery service life is limited and depends on the local
climate. The siren must be replaced regularly. The battery cannot be replaced by itself. The alarm cause can be
read from VADIS. This states what caused the alarm.
If the vehicle is equipped with a siren with a vehicle tilt sensor, the sensor is integrated into the siren. The
vehicle tilt sensor reacts to changes in the angle of lean of the vehicle and transmits a signal to the central
electronic module (CEM). The aim is for the alarm to be triggered if somebody attempts to steal a wheel for
example.
While the vehicle tilt sensor is mounted in the siren it is counted as a separate unit. If the vehicle tilt sensor
indicates that the vehicle is about to be raised, the vehicle tilt sensor sends a signal to the Central electronic
module (CEM), which in turn, transmits an activation signal to the Siren control module (SCM). The Siren
control module (SCM) cannot trigger an alarm by itself.
The siren is powered via a fuse from the central electronic module (CEM) The siren is grounded in the engine
compartment.
MASS MOVEMENT SENSOR MODULE (MMS)
Fig. 18: Identifying Mass Movement Sensor Module (MMS)

There are two Mass movement sensor modules (MMS) in the C70. One is located under the cup holder in the
center console and the other under the central rear seat.
The mass movement sensor module (MMS) is used to detect movement in the passenger compartment when the
alarm is activated. The aim is to detect if somebody attempts to reach inside the vehicle to steal bag or similar.
When the alarm is activated, the central electronic module (CEM) checks the sensors.
The sensors communicate serially with the central electronic module (CEM). If two sensors are installed they
are connected in parallel to the central electronic module (CEM).
The sensor that triggered the alarm can be detected by the Central electronic module (CEM) by differences in
the data messages that are received from each Mass movement sensor module (MMS).
When the sensors are activated they transmit microwaves into the vehicle. The microwaves bounce back from
the interior of the vehicle and the sensors react to changes in these reflected waves.
The Mass movement sensor module (MMS) functions a slightly different way in the C70. The sensors work as
well with the roof open or closed.
If the roof is open, there is no surface that the microwaves can directly bounce off. However, the waves spread
in the air and eventually bounce back to the object that is further away, for example, the roof of a car park or a
tree that the vehicle is parked under.
To reduce he risk of a false alarm in this mode, the sensor measures the time from when it sent a pulse until it
receives the same pulse back. If the reflection time is too long, i. e. the pulse has bounced on something further
away than 1.5 meters, (4.92 feet) upwards from the sensor, the sensor will refer to the pulse changes.
On the other hand, if the time is within specified values, the pulse changes are interpreted as a movement in the
vehicle and the alarm will be triggered.
Using microwaves makes the system more robust and avoids false alarms. Microwaves cannot be changed by
different temperatures in the layers of air in a vehicle left in the sun for example.
The sensors are powered and grounded via the central electronic module (CEM).
ALARM LED
Fig. 19: Identifying Alarm LED

The alarm LED is located on top of the dashboard. The LED is in the same housing as the sun sensor and
twilight sensor. The LED is directly connected to the central electronic module (CEM). It is used to indicate
alarm status.
When the alarm is activated, the central electronic module (CEM) checks all units and sensors. If everything is
OK the LED starts to flash once a second.
If the alarm is triggered the LED starts to flash quickly, approximately 6 times a second. When the vehicle is
unlocked, the LED continues to flash until the ignition key is inserted into the ignition switch.
SWITCH FOR REDUCED ALARM

Fig. 20: Identifying Switch For Reduced Alarm

The switch for reduced alarm is in the front lighting panel in the roof. The switch is only found in vehicles with
deadlocks for central locking and/or an alarm system that consists of sensors (i. e. level above perimeter guard).
The switch is used to temporarily deactivate the vehicle tilt sensor and Mass movement sensor module (MMS)
alternatively ultrasonic sensor module (IMS) functions. When the function is activated the doors are not
deadlocked when the vehicle is locked. The function can only be activated when the ignition has been switched
off and up to a minute after the ignition key has been taken out of the ignition switch. If a longer time has
passed the ignition must be turned to position II and back to 0 before the function can be activated.
The switch has an integrated LED to indicate when the function is activated. A message is displayed in the
display in the driver information module (DIM).
The central electronic module (CEM) is the main unit for the alarm function. In the control module are alarm
function diagnostics.
READING OFF THE ALARM CAUSE

Different stored values can be read off using this function:
 Alarm cause. Last stored input signal that triggered the alarm:
 Not triggered. The alarm has not been triggered since the last reset
 Voltage drop, siren control module (SCM)
 Vehicle tilt sensor
 Driver's door
 Passenger door
 Trunk lid / Tailgate
 Hood
 Open-circuit in the communication between the central electronic module (CEM) and the siren
 Start attempts.
 Alarm status, fault in vehicle tilt sensor. The value can be True or False
 Activated
 Deactivated
 Triggered.
 Alarm status, fault in siren. The value can be True or False

 Activated
 Deactivated
 Triggered.
 Alarm status. The value can be the following:

 Activated
 Deactivated
 Triggered.
 Alarm cause, table. Reading off the 9 most recent alarm causes.
FUNCTION
ACTIVATION
Fig. 21: Identifying Activation

When the central electronic module (CEM) receives a lock command, it first locks the central locking system
and then activates the alarm. On cars with the keyless entry system, the lock command is transmitted from the
keyless vehicle module (KVM) to the central electronic module (CEM). The alarm LED starts to flash as soon
as the system has been activated. However, the central electronic module (CEM) will not refer to these signals
until after approximately 26 seconds, or until the deadlocks are activated as part of central locking, which
happens after approximately 25 seconds.
TRIGGERING THE ALARM
If the alarm is in activated mode and the central electronic module (CEM) receives an indication from a sensor,
an alarm cycle is started. An alarm cycle means that the siren starts sounding and the turn signal indicators start
flashing. The siren sounds for approximately 25 seconds and then stops. However, the turn signal lamps
continue to flash for approximately a further 5 minutes.
When the siren has fallen silent the central electronic module (CEM) checks the sensors that should be active in
the vehicle. If the sensors are OK the alarm will be reactivated. If there is a fault in one of the sensors this will
be "discounted" by the central electronic module (CEM) on reactivation. The exception is cars for the British
market. See MARKET ADAPTATIONS. After this the alarm can be triggered again when necessary.
DEACTIVATION
The alarm is deactivated if the vehicle is unlocked using the remote control or using the keyless system. When
the central electronic module (CEM) receives an unlock command, it deactivates the alarm and releases the
central locking. On vehicles with the keyless entry system, the unlock command is transmitted from the keyless
vehicle module (KVM) to the central electronic module (CEM).
NOTE: This means that if the vehicle is locked and alarmed but then unlocked using
the key blade instead of the remote control the alarm will be triggered if a door
is opened.
The alarm functions can also be deactivated locally if the button for unlocking the tailgate/trunk lid is pressed
on the remote control. In that case the central electronic module (CEM) takes no account of signals from the
door open sensor in the tailgate/trunk lid lock unit. The vehicle tilt sensor and mass movement sensor module
(MMS) alternatively ultrasonic sensor module (IMS) will also be deactivated temporarily. To regain full
protection for the vehicle the locking button on the remote control must be pressed.
Full protection can also be regained by activating the relock function. This automatically locks the vehicle and
alarms it after approximately 2 minutes. However, it is still possible to open the tailgate/trunk lid during those
two minutes.
RESETTING THE ALARM
If the alarm has been triggered it can be reset in three ways.
 by pressing the unlock button on the remote control

 by inserting the ignition key in the ignition switch
 by pressing the starter button (vehicles with the keyless system where there is a valid key inside the
vehicle).
REDUCED ALARM FUNCTION
The switch for reduced alarm is in the front lighting panel in the roof. The switch is used to temporarily
deactivate the vehicle tilt sensor, mass movement sensor module (MMS) alternatively ultrasonic sensor module
(IMS), deadlock function and glass breakage loop (only C30) when the vehicle is locked. The switch has an
integrated LED to indicate when the function is activated.
The function is activated during a lock cycle - from when the button is pressed and the vehicle locked until the
vehicle is unlocked again. When the ignition is turned to position II a message is displayed in the driver
information module (DIM) that full protection is activated.
An example would be when a person or pet was being left in a locked vehicle. This may also be required if the
car is being transported by ferry to prevent the vehicle tilt sensor triggering the alarm.
MARKET ADAPTATIONS
for which the vehicle is adapted. The differences are primarily due to different requirements from insurance
companies and authorities.
 USA/Canada. In this market there is a "slam-lock arming" function. This means that the vehicle can be
locked with the central locking button on either of the front doors even though the door on which the
button is pressed is still open. Doors, the hood, trunk lid or tailgate will be locked. The alarm is activated
as soon as the last front door is closed.
SYSTEM OVERVIEW
Fig. 22: Identifying Alarm System Overview For

The alarm is an entry protection for the vehicle. The aim is prevent anyone getting into the vehicle or
manipulating the vehicle in any way without being detected.
The alarm is available in various configurations:
 Perimeter guard. This configuration includes door open sensors in the lock motors, alarm LED and siren
control module (SCM) but no vehicle tilt sensor. The C30 and C70 do not have any rear door open
sensors as the models do not have any rear side doors.
 Perimeter guard with Mass movement sensor module (MMS) or ultrasonic sensor module (IMS),
(Ultrasonic sensor module (IMS) replaces one or two Mass movement sensor modules (MMS) from and
including model year 2012 for the for S40, V50 and C30). The Mass movement sensor module (MMS)
alternatively ultrasonic sensor module (IMS) is used to detect movement inside the vehicle. In this
configuration the C30 also has a glass breakage loop in the rear windscreen. Siren control module (SCM)
without vehicle tilt sensor.
 Perimeter guard with Mass movement sensor module (MMS) or ultrasonic sensor module (IMS),
(Ultrasonic sensor module (IMS) replaces one or two Mass movement sensor modules (MMS) from and
including model year 2012 for the for S40, V50 and C30). The Siren control module (SCM) with vehicle
tilt sensor. The vehicle tilt sensor is used to detect changes in the vehicle's position. In this configuration
the C30 also has a glass breakage loop in the rear window.
Definitions:
 Deactivated: The alarm is not activated and is not protecting the vehicle
 Activated: The alarm is protecting the vehicle and will be triggered if there is an input signal from one of
the sensors
 Triggered: An alarm cycle has started. The siren sounds for 25 seconds and the turn signal lamps flash
for approximately 5 minutes
 Reactivated: The alarm has been triggered and an alarm cycle has been completed. If a check of the
sensors in the vehicle shows that they are OK the alarm will be reactivated.
SIGNALS
The tables below summarize the input and output signals to the units in the system for the alarm. The signal
types are divided into directly connected signals, serial communication and controller area network (CAN)
communication.
CENTRAL ELECTRONIC MODULE (CEM) (4/56):

 Reduced alarm switch (3/174) for  Alarm indicator to display the alarm status
disconnecting the vehicle tilt sensor, Mass (7/12)
movement sensor module (MMS) (7/122,  Voltage supply to Mass movement sensor
7/158), alternatively ultrasonic sensor module module (MMS) (7/122, 7/158) alternatively
(IMS) (7/199) and deadlock mode. ultrasonic sensor module (IMS) (7/199).
 Driver's door open sensor to indicate when the  Ground connection to Mass movement sensor
door is open (3/74) module (MMS) (7/122, 7/158) alternatively
 Passenger door open sensor to indicate when ultrasonic sensor module (IMS) (7/199).
the door is open (3/75)  Power supply to LED (3/174), to indicate the
 Tailgate/trunk lid open sensor to indicate reduced alarm function
when the tailgate/trunk is open (3/78)  Power supply to the siren control module
 Hood open sensor to indicate when the hood (SCM) (16/35).
is open (3/62).
 Glass breakage loop in rear window (7/101)

(only C30 with Mass movement sensor
module (MMS) (7/122), 7/158), alternatively
ultrasonic sensor module (IMS) (7/199))
 Manipulation guard (only C30 with Mass
movement sensor module (MMS) (7/122,
7/158), alternatively ultrasonic sensor module
(IMS) (7/199))
Via serial communication: Via serial communication:
 Communication with Mass movement sensor
module (MMS) (7/122, 7/158) alternatively
 Communication with Mass movement sensor
ultrasonic sensor module (IMS) (7/199) (only
module (MMS) (7/122, 7/158) alternatively
V50/C70 has rear Mass movement sensor
ultrasonic sensor module (IMS) (7/199) (only
module (MMS)) (Ultrasonic sensor module
the V50/C70 has rear Mass movement sensor
(IMS) replaces one or several Mass
module (MMS)).
movement sensor modules (MMS) from and
including 2012 for the S40, V50 and C30).
Via serial communication (LIN): Via serial communication (LIN):
 Siren control module (SCM) (16/35) for
information regarding siren status
 Siren control module (SCM) (16/35) for
 Remote receiver module (RRX) (4/103) with
alarm function trigger commands.
unlock commands (does not apply to vehicles
with the keyless entry system).
 Keyless vehicle module (KVM) (4/93) with  The driver information module (DIM) (5/1)
information about the key check (only receives information about which message is
vehicles with the keyless entry system) to be displayed
 Accessory electronic module (AEM) (4/78)  Accessory electronic module (AEM) (4/78)
(only for the Israeli market) (only for the Israeli market)
 Phone Module (PHM) (16/60) when using  Phone Module (PHM) (16/60) when using
Volvo On Call services. Volvo On Call services.
KEYLESS VEHICLE MODULE (KVM) (4/93) (ONLY VEHICLES WITH THE KEYLESS ENTRY
SYSTEM)
 Remote keyless entry (RKE) receiver (4/103),  Remote keyless entry (RKE) receiver (4/103)
using signals from the remote control. for configuration.
 Central electronic module (CEM) (4/56) with  Central electronic module (CEM) (4/56) with
the request for a key check. the result of a key check.
Fig. 23: Identifying CEM & Components

Fig. 24: Identifying KVM & Components

ALCOHOL ANALYZING START INHIBITOR (2009-2012)

DESIGN


The Alcohol Analyzing Start Inhibitor uses a fuel cell to measure the alcohol content in the breath test air.
When one blows into the Alcohol Analyzing Start Inhibitor, a pump draws in a determined amount of breath
test air into the fuel cell.
The ethanol molecules in the air then generate a weak flow in the cell, the more molecules, the stronger the
flow. By measuring the flow strength, the Alcohol Analyzing Start Inhibitor can determine the blood-alcohol
content of the driver. The result of the test is transmitted wirelessly to the Remote Receiver Module (RRX).
The handset unit is powered by an internal battery, which is used each time a breathalyzer test is performed.
When the handset is placed in the docking station, which is located behind the center console, the internal
battery is charged via the power supply from the Central electronic module (CEM).
From structure week 200946 there is also the option to fit the docking station in the storage compartment in the
tunnel console (customer option).
If the handset unit is in the vehicle (the dock), it is automatically activated when the vehicle is unlocked. If the
handset unit is not in the dock when the vehicle is unlocked, it must be activated manually via the "on/off
button".
At temperatures below -20 °C or above +60 °C the Alcohol Analyzing Start Inhibitor may require an extra
power supply. A message to connect a power cable then appears in the Driver information module (DIM). In
this mode, the power cable, which is located in the glove compartment, must be connected to the Alcohol
HANDSET UNIT LEDS
Fig. 26: Identifying Handset Unit LEDS

LED 1 indicates the battery charge level:
 Green: The battery is fully charged.

 Flashing green: Battery charging.
 Yellow: Battery half charged.
 Red: Battery discharged. In the event of a red indication, place the Alcohol Analyzing Start Inhibitor in
the charging cradle or connect the power cable from the glove compartment.
LED 2 indicates the result of the breath test.
 Green: Approved breath sample (less than 0.1 blood-alcohol content). A message indicating an approved
breath test appears in the Driver information module (DIM) and the vehicle can be started. If a new start
attempt is made within 30 minutes, the vehicle can be started without a new breath test having to be
performed. If this is possible a message appears in the Driver information module (DIM).
 Yellow: The breath sample has a high alcohol content (0.1 - the country's statutory blood-alcohol content
limit). A message appears in the driver information module (DIM) and the vehicle can be started, but
Volvo recommends waiting and taking another breath test later.
 Red: The breath test has not been approved (higher than the country's statutory proemial limit). The
vehicle cannot be started without activating the BYPASS function.
LED 3 indicates whether the device is ready for a breath test:
 Green: The Alcohol Analyzing Start Inhibitor is ready for a breath test to be taken.
 Flashing yellow: The device prepares itself by reading the temperature, testing the pump and heating up
the fuel cell. This can take longer at colder temperatures.
 Red: The test has failed. This may be due to moisture in the Alcohol Analyzing Start Inhibitor or that the
inhibitor has been affected by a radio transmitter, for example.
The master unit for the Alcohol Analyzing Start Inhibitor is the central electronic module (CEM). However, no
diagnostic trouble codes are stored in the event of a fault with the Alcohol Analyzing Start Inhibitor. If faults
are found on the Alcohol Analyzing Start Inhibitor, symptom fault tracing "Checking the Alcohol Analyzing
Start Inhibitor, xxx" should be used instead.
Note, however, that if the vehicle does not start, the fault is not necessarily in the Alcohol Analyzing Start
Inhibitor.
CALIBRATION AND SERVICE
The Alcohol Analyzing Start Inhibitor is a measurement instrument that requires calibrating once a year. The
last date of calibration is on the reverse of the Alcohol Analyzing Start Inhibitor. A message appears in the
driver information module (DIM) 30 days before calibration runs out stating that the Alcohol Analyzing Start
Inhibitor requires calibrating. If the calibration date has been passed without the Alcohol Analyzing Start
Inhibitor being re-calibrated, BYPASS must be used to start the vehicle. Calibration of the Alcohol Analyzing
Start Inhibitor requires specially developed equipment, from Volvo Car Corporation, and the enclosed
application.
INSTALLATION
When installing the Alcohol Analyzing Start Inhibitor, the handset unit code/ID is stored in the Central
electronic module (CEM). Only one handset unit can be programmed for the vehicle. If the unit were to break
or need replacing, a new one can be programmed. The handset unit is programmed via the Software manager in
VIDA (Volvo scan tool).
At installation, also select which BYPASS variant the vehicle is to have; emergency function (single) or
multiple.
Single BYPASS can only be used once and must then be reset by erasing diagnostic trouble codes from the
Central electronic module (CEM).
Multiple BYPASS can be used indefinitely.
FUNCTION
BYPASS
It is possible to start the vehicle by bypassing the Alcohol Analyzing Start Inhibitor function, so called
BYPASS. An internal counter in the Central electronic module (CEM) stores the number of times the system
has been bypassed. When the counter reaches a maximum of 255, it does not reset automatically and will not
increase in the event of further bypasses. If the counter is greater than zero (0), a message appears stating that
the Alcohol Analyzing Start Inhibitor Bypass has been activated in the Driver information module (DIM) each
time the vehicle is started.
The counter can be reset using VCT2000 (or appropriate scan tool). There you will find a parameter list that
continuously logs the last five events.
ALCOHOL ANALYZING START INHIBITOR, CONTINUED
COMMUNICATION WITH THE VEHICLE
A test result can be sent from the Alcohol Analyzing Start Inhibitor within a radius of 10 meters from the
vehicle. The result from the breath sample is stored in the Alcohol Analyzing Start Inhibitor for 30 seconds and
can be sent again via the send button on the handheld unit. The Alcohol Analyzing Start Inhibitor, however,
cannot receive messages from the vehicle, so it cannot know, for example, whether the driver has used the
BYPASS function. The vehicle cannot be unlocked using the Alcohol Analyzing Start Inhibitor.
The Alcohol Analyzing Start Inhibitor can send the following types of messages to the vehicle:
1. Help messages to the driver (Blow harder, Blow softer, Blow for 5 seconds)
2. The test results (Approved test, Non-approved test)
3. Error messages and status (Invalid test, Service required, Calibration required)
Communication with the vehicle does not work in all key positions. If, for example, the vehicle is attempted to
be started without an approved test result, a message appears stating to switch off the ignition in the Driver
information module (DIM).
In the C30/C70/S40/V50 turn the key to position I. Then blow into the Alcohol Analyzing Start Inhibitor to be
able to start the vehicle.
ALCOHOL ANALYZING START INHIBITOR, CONTINUED

In a vehicle with an Alcohol Analyzing Start Inhibitor installed, the driver must provide a breath sample into the
Alcohol Analyzing Start Inhibitor handheld unit in order to be able to start the vehicle. If the test is approved
(alcohol content lower than the country's statutory blood-alcohol content limit) and an approved remote control
key is used, the central electronic module (CEM) permits the vehicle to be started.
The Alcohol Analyzing Start Inhibitor communicates with the Remote Receiver Module (RRX) wirelessly, just
like the vehicle's remote keys. The Remote Receiver Module (RRX) transmits information to the Central
electronic module (CEM) via LIN. The Central electronic module (CEM) then communicates via the CAN
network with the Driver information module (DIM) and the Engine control module (ECM).
The Alcohol Analyzing Start Inhibitor cannot be used in vehicles with keyless entry.
SYSTEM OVERVIEW
Alcohol Analyzing Start Inhibitor is an option on the S60/V60/S80/V70/XC60/XC70 from model year 2008 and
on the C30/C70/S40/V50 from model year 2009. The Alcohol Analyzing Start Inhibitor is not found in vehicles
with keyless entry.
The following are included in the Alcohol Analyzing Start Inhibitor system:
 Central electronic module (CEM)

 Driver information module (DIM)
 Remote Receiver Module (RRX)
SIGNALS
The table below summarizes the input signals and output signals to and from the Central electronic module
(CEM).

 Remote Receiver Module (RRX) for  Remote Receiver Module (RRX) for
communication with remote keys and the communication with remote keys and the
Alcohol Analyzing Start Inhibitor handset Alcohol Analyzing Start Inhibitor handset
unit (only vehicles without the keyless entry unit (only vehicles without the keyless entry
system). system).
AUDIO MODULE (AUD) (2006)

DESIGN
CONTROL MODULE
Fig. 28: Identifying Audio Module (AUD)

The audio module (AUD) is an amplifier which is connected to the MOST network. It has the following
functions:
 to carry the sound signal transmitted on the MOST network out to the directly connected loudspeakers
 to carry voice messages from the microphone, which is directly connected to the audio module (AUD), to
the MOST network.
If a subwoofer module (SUB) is installed on the MOST network, the audio module (AUD) can process the
incoming signal and transmit it to the subwoofer module (SUB).
There are three versions of the audio module (AUD):
 Performance (included after structure week 2004w46 in the Integrated Audio Module (IAM)). Has an
output of 25W per audio channel. The control module has 4 audio channels, these produce a combined
output of 100W.
 High Performance . Has an output of 40 W per channel. The control module has 4 channels, giving a
total output of 160W
 Premium Sound (C70) . Has an output of 130 W per channel. The control module has 5 channels, giving
a total output of 650W.
Each version of the audio module (AUD) has a different number of loudspeakers and different loudspeaker
models.
All versions of the audio module (AUD) have a microphone input. This is used by the phone module (PHM) for
phone calls (handsfree) for example.
FUNCTIONS IN THE AUDIO MODULE (AUD)
The audio module (AUD) can run a number of different functions, but these functions can also be activated by
other nodes. An example of these functions is lowering and increasing the volume. The signal comes from the
infotainment control module (ICM), but it is the audio module (AUD) that actually changes the volume. The
functions are described below.
Functions in the audio module (AUD):
1. Adjustable volume , raises and lowers the volume

2. Adjustable bass , raises and lowers the bass level
3. Adjustable treble , raises and lowers the treble level
4. System generated sound signals , assists other nodes in the system with single sound signals generated
in the control module, for example alarm signals for the back-up (reverse) warning function
5. Limiter , the limiter function in the control module does not permit an increase in the power output level
if this leads to a fall in sound quality
6. Mixing , mixing allows numerous different sound types to be mixed. In this case, the different sound
types are foreground noise, background noise and system generated sound signals. An example of this is
where a CD is playing (background noise) and the carphone rings (foreground noise). The ringing signal
will be heard through the loudspeakers while the volume of the music drops at the same time
7. Digital bass speaker output , the control module transmits sound signals to the bass speakers via the
MOST network. The signal is processed in the audio module (AUD) before it is transmitted on the MOST
network to the subwoofer module (SUB)
8. Bass compensation , the bass from the control module is compensated or modified depending on the
volume level and the speed of the car. If the vehicle speed and volume level changes, the bass
compensation is also changed
9. Treble compensation , the treble in the control module is compensated or modified depending on how
the volume is changed. If the volume changes, the treble compensation also changes
10. Equalizer setting, sound compensation , there are different settings for the sound from the audio
module (AUD). This compensates for factors such as the location of the loudspeakers and the layout of
the car interior
11. Dolby ProLogic II , a surround decoder for sound reproduction.
There are two types of sound, foreground sound and background sound. The sounds which are foreground and
background are listed below.
 telephone calls
 carphone settings (setting the ring signal)
 navigation
 system generated sound from the audio module (AUD) (different types of alarm sound)
 traffic messages.
Background sound
 analog radio, AM/FM

 CD player
 MD player.
The functions in the different versions of the audio module (AUD) are:
Performance
1. adjustable volume
2. adjustable bass level
3. adjustable treble level
4. system generated sound signals
5. limiter.
High Performance
5. limiter.
6. mixing
7. digital bass speaker output
8. bass compensation
9. treble compensation
10. equalizer.
Premium Sound
5. limiter.
6. mixing
10. equalizer.
11. DPL2 - Dolby ProLogic II.
LOUDSPEAKERS
Fig. 29: Identifying Loudspeakers

All versions of the audio module (AUD) permit the installation of two pairs of loudspeakers:
 front loudspeakers in the front doors

 rear speakers in the rear doors. For C70, the rear speakers are in the side panels.
In some versions of the audio module (AUD), a treble speaker can be connected to the front and rear speakers.
Premium Sound also contains a loudspeaker mounted centrally in the dashboard. Treble loudspeakers, when
installed, are always installed in the upper parts of the doors. The three audio module (AUD) versions have
different loudspeaker arrangements:
Performance
 one pair of front loudspeakers

 one pair of rear loudspeakers.
The loudspeakers are the broad range type and cover the whole frequency range. In England and USA there is
also a smaller type of treble loudspeaker in the front doors.
High Performance
 one pair of front bass speakers with treble loudspeakers

 a rear pair of loudspeakers with treble speakers.
The front treble speakers are electrically connected to the same signal cable as the front loudspeakers. The rear
treble speakers are electrically connected to the rear loudspeakers.
Premium Sound
 a front pair of 3-way loudspeakers consisting of a pair of 2-way loudspeakers (bass and mid range) with
treble speakers
 a rear pair of loudspeakers with treble speakers
 a 2-way centrally mounted loudspeaker (available in two versions 1) ) positioned in the dashboard.
The front treble speakers are electrically connected to the same signal cable as the front loudspeakers. The rear
treble speakers are electrically connected to the rear loudspeakers.
1) When the display is installed in the dashboard the bass and mid range elements of the center loudspeaker are
31 /2 inch, otherwise 5 inch.
TABLE OF LOUDSPEAKER ARRANGEMENTS

Rear door (C70; rear side
System Front door Dashboard
panel)
165 mm broad range
loudspeaker (4ohms)
(16/3-4) and treble 165 mm broad range
Performance loudspeaker (8ohms) loudspeaker (4ohms) -
(16/55-56) only certain (16/5-6).
markets 3) .
165 mm bass speaker 165 mm bass speaker
(2ohms) (16/3-4) and (2ohms) (16/5-6) and
High Performance -
treble loudspeaker treble loudspeaker
(8ohms) (16/55-56). (8ohms) (16/136-137)
165 mm bass loudspeaker 2-way center
Premium Sound (not (4ohms), 80 mm mid 165 mm bass speaker
C70) loudspeaker2) (8ohms)
range (16/3-4) (4ohms) (4ohms) (16/5-6) and (16/26).
and treble loudspeaker treble loudspeaker
(8ohms) (16/55-56). (8ohms) (16/136-137).

1.1 inch treble 6.5 inch base-/midrange
4 inch midrange
loudspeaker. loudspeaker.
Premium Sound (C70) loudspeaker and 1 inch
4 inch midrange speaker. 1.1 inch treble
treble loudspeaker.
8 inch bass speaker. loudspeaker.
2) When the display is installed in the dashboard the bass and mid range elements of the center loudspeaker are
31 /2 inch, otherwise 5 inch.
3) In England and USA there is a smaller type of treble loudspeaker in the front doors.
MICROPHONE
Fig. 30: Identifying Microphone

All versions of the audio module (AUD) have a microphone which is directly connected to the control module.
The microphone is in the roof console.
The microphone is used for functions such as handsfree in the phone module (PHM).
A diagnostic trouble code (DTC) is stored if the control module detects a fault. A fault which is detected in the
most recent operating cycle is defined as permanent. Other faults are defined as intermittent.
If for some reason a fault disappears after the diagnostic trouble code (DTC) has been permanently stored in the
control module, information about the fault is stored in the control module.
If a fault is no longer permanent, the diagnostic trouble code (DTC) remains as intermittent.
Stored diagnostic trouble codes (DTCs) can be read off and erased using this function.
NOTE: Certain functions are unavailable until the diagnostic trouble codes (DTCs) have
been erased.
memory.

 software P/N
This function can be used to read parameters, status identifiers and counters stored at the same time as a
diagnostic trouble code (DTC). These are called frozen values.

New software can be downloaded into the audio module (AUD). When ordering software, the hardware and the
software in the car is compared to the information in the Volvo central database. If the comparison is OK the
software is downloaded to the control module.
The control module is located in the cargo compartment, behind the left wheel arch.
After replacing the audio module (AUD), the unique serial numbers of the control module are checked by the
infotainment control module (ICM). The audio module (AUD) will not function if the serial number is
incorrect.
Try switching the ignition off and on after downloading software if there are problems.
The MOST network is used for a total software reload.
FUNCTION
PLAYING BACK SOUND

Fig. 31: Communications To Audio Module (AUD)

All functions in the audio module (AUD) (16/105) are controlled by the signals from other nodes in the MOST
network.
To play back sound, a control module transmits a request to the infotainment module (ICM) (16/1). The
infotainment control module (ICM) allocates the request to the audio module (AUD) then the control module
can transmit data via the MOST network to the audio module (AUD).
The infotainment control module (ICM) processes changes to the volume, balance, bass, treble and equalizer
settings. The infotainment control module (ICM) transmits the changes via the MOST network to the audio
module (AUD) which then carries out the changes.
The control modules on the MOST network which use the audio module (AUD) to play back sound are:
 AM/FM tuner module (AFM) (16/94), for AM/FM radio (discontinued structure week 2004w46, replaced
by Integrated Audio Module (IAM))
 the phone module (PHM) (16/60) for handsfree calls
 multimedia module (MMM) (16/108) for voice guiding (navigation)
 the Media Player Module (MPM) (16/107), for CDs and MDs (discontinued structure week 2004w46,
replaced by the Integrated Audio Module (IAM))
 integrated audio module (IAM) (16/1).
The audio module (AUD) can generate simple sound signals which are used for example to warn the driver and
passengers if there are problems. These signals are transmitted from the infotainment control module (ICM) via
the MOST network to the audio module (AUD).
When the audio module (AUD) has received optical signals on the MOST network, these signals are sent
onwards as analog signals to the directly connected loudspeakers:
 loudspeaker left front (16/4, 16/55)

 loudspeaker right front (16/3, 16/56)
 loudspeaker left rear (16/6, 16/136)
 loudspeaker right rear (16/5, 16/137)
 center loudspeaker (16/26) (option).
The microphone (16/98) is directly connected to the audio module (AUD). The microphone transmits analog
signals to the control module.
When sound compensation is required, the infotainment control module (ICM) transmits sound compensation
signals via the MOST network to the audio module (AUD).
Certain versions of the audio module (AUD) can also generate a digital subwoofer signal from the signal
transmitted to the audio module (AUD). This signal is then transmitted via the MOST network to the subwoofer
module (SUB) (16/79). The signal which is transmitted from the audio module (AUD) to the subwoofer module
(SUB) is a summated and filtered loudspeaker signal.
The bass speaker signals are transmitted from the audio module (AUD) on a dedicated channel on the MOST
network.
When the MOST network starts after the ignition is switched on, the infotainment control module (ICM)
transmits data to the audio module (AUD) indicating whether or not there is a subwoofer module (SUB)
available on the MOST network.
SYSTEM OVERVIEW
CONTROL MODULE

The primary task of the audio module (AUD) is to manage the functions for:
 front, center and rear loudspeakers

 subwoofer module (SUB)
 the microphone.
The audio module (AUD) communicates with directly connected components and with other control modules
and components via the MOST network, a fiber optic network used for communication.
The audio module (AUD) uses built in diagnostics to check all activations and the input and output signals. A
(DTCs) are stored in the control module memory. This information can be read off using VIDA (Volvo scan
tool) via the data link connector (DLC) in the vehicle.
In order to work correctly on the MOST network, the infotainment control module (ICM) checks that the serial
number in the audio module (AUD) is correct. The audio module (AUD) will not function if the number is
incorrect. Try switching the ignition off and on if there are problems when replacing the control module.
A simple way to check whether the control module is functioning is to switch on the radio and to then change
the volume. The volume from the loudspeakers should rise and fall with the changes.
The Audio module (AUD) is a slave module on the MOST network. The infotainment control module (ICM) is
the master control module.
There are three versions of the audio module (AUD):
 Performance (introduced after structure week 2004w46 in the Integrated Audio Module (IAM))
 High Performance
 Premium Sound.
The number of functions and loudspeaker outlets varies between the versions. The power output of the versions
is also different.
SIGNALS
The table below summarizes the input signals to and output signals from the audio module (AUD). The signal
types are divided into directly connected signals and MOST communication. The illustration below displays the
same information with the Volvo component designations.

(Power supply unless otherwise stated)
 Microphone (16/98) analog signals.  Loudspeaker left front (16/4, 16/55)
 Loudspeaker right front (16/3, 16/56)
 Loudspeaker left rear (16/6, 16/136)
 Loudspeaker right rear (16/5, 16/137)
 Center loudspeaker (16/26) (option).

(ring network) (ring network)
main control module main control module
 AM/FM tuner module (AFM) (16/94)  Subwoofer module (SUB) (16/79)
(discontinued structure week 2004w46,  Phone module (PHM) (16/60)
replaced by Integrated Audio Module (IAM)
thereafter)  Multimedia module (MMM) (16/108).
 Media Player Module (MPM) (16/107)
(discontinued 2004w46, replaced by
Integrated Audio Module (IAM) thereafter)
 Phone module (PHM) (16/60)
 Multimedia module (MMM) (16/108).
 Integrated Audio Module (IAM) (16/1) (High
performance and premium sound)
Fig. 33: Identifying Audio Module (AUD) Communications

AUDIO MODULE (AUD) (2007-2008)

DESIGN
CONTROL MODULE
Fig. 34: Identifying Audio Module (AUD

The Audio module (AUD) is an amplifier that transports the audible signal, transmitted on the MOST network,
out to the directly connected loudspeakers.
If there is a subwoofer module (SUB) installed on the MOST network, the audio module can process the
incoming signal and transmit it to the subwoofer module.
Audio module has an output of 4x40 W and has 5x130 W.
models.

4. System generated sound signals , assist other nodes in the system with single sound signals generated in
the control module, for example alarm signals for the park assistance function.
7. Digital bass loudspeaker output, via MOST network, transmits signals to Subwoofer module (SUB). No
foreground noise must be included in the signals.
module. This compensates for factors such as the location of the loudspeakers and the layout of the car
interior.
11. Surround Decoder a surround decoder for playing sound.
Foreground sound:
 navigation
 system generated sound from the audio module
Background sound:
 analogue radio, AM/FM

 CD player
 playing sound via the AUX input.
The functions in the different versions of the audio module are:

5. limiter
6. mixing
10. equalizer
5. limiter
6. mixing
10. equalizer
LOUDSPEAKERS

uses 8 loudspeakers. It is a 2 way loudspeaker system with base/mid-range and separate trebles. The speakers
are installed in the front and rear doors. In the C30 and C70 the rear loudspeakers are installed in the side panel.
The impedance is 2 ohms for the base/mid-range loudspeakers and 8 ohms for the treble speakers.
For 9 loudspeakers are used. It is a 2 way loudspeaker system with base/mid-range and separate trebles. The
speakers are installed in the front and rear doors. In the C30 and C70 the rear loudspeakers are installed in the
side panel. To increase the sound there is a 2 way central loudspeaker in the dashboard.
The impedance is 4 ohms for the base/mid-range loudspeakers and 8 ohms for the trebles. The center
loudspeaker impedance is 6 ohms if a display screen is installed in the dashboard, otherwise the central
loudspeaker impedance is 8 ohms.
MICROPHONE

The microphone is directly connected to the audio module (AUD). The microphone transmits analog signals to
the control module.
Telephone calls can be made either hands free or using the handset. During handsfree calls, the microphone and
speaker are used which are connected to the audio module (AUD). The microphone is phantom fed via the
audio module (AUD).
most recent operating cycle is defined as permanent. Other faults which are detected are defined as intermittent.
If for some reason a fault disappears after being stored in the control module as a permanent diagnostic trouble
code, the information remains stored in the control module. If a fault is no longer permanent, the diagnostic
trouble code remains as intermittent.
been erased.
READING OFF THE PARAMETERS
This function is used to read the status or value of parameters. The status or value can be presented digitally.
memory.

 software P/N
READING OFF EXTENDED DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION
New software can be downloaded into the audio module (AUD). When software is ordered the software and
hardware of the vehicle are compared with Volvo's central database. If the comparison corresponds then the
If the comparison between the car and Volvo's central database does not correspond, then the database is
updated with the vehicle's configuration. When this is complete the software is downloaded.
In the C30, the control module is located behind the right-hand side panel.
After replacement of the audio module (AUD), the infotainment control module (ICM) checks its unique serial
number. If the serial number is incorrect, the audio module (AUD) will not work. If the problem remains after
software download, try switching the ignition off/on.
FUNCTION
PLAYING BACK SOUND
Fig. 37: Identifying Playing Back Sound

network.
To initiate audio playback, a control module transmits a request to the infotainment module (ICM) (16/1.2). The

 integrated audio module (IAM) (16/1)
 Subwoofer module (SUB) (16/79)
 phone module (PHM) (16/60), handsfree speaker sound.
When the Audio module (AUD) has received optical signals on the MOST network, the signals are transmitted
onwards as analog signals to:

The microphone (16/98) is directly connected to the audio module (AUD). The microphone transmits analog
signals to the control module.
SYSTEM OVERVIEW
CONTROL MODULE

The most important task of the audio module (AUD) is handling the functions of the front, rear and center
speakers and microphone.
If a subwoofer module (SUB) is installed on the MOST network, the audio module (AUD) transmits signals to
the subwoofer module (SUB).
The Audio module (AUD) checks internal components, executed activations and input/output signals via its
integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any
diagnostic trouble codes are stored in the control module memory. The information can be read via the data link
connector in the vehicle.
The Audio module (AUD) is a slave module on the MOST network. The infotainment control module is the
master control module.
is also different.
SIGNALS

 Loudspeaker left front (16/4, 16/55)
 Power supply
 Ground
 Microphone (16/98)
 Microphone (16/98) (phantom feed)
Via MOST communication: (ring network) Via MOST communication: (ring network)
 Infotainment control module (ICM) (16/1.2),  Infotainment control module (ICM) (16/1.2),
 Integrated audio module (IAM) (16/1)  Multimedia module (MMM) (16/108)
 Phone module (PHM) (16/60)  Subwoofer module (SUB) (16/79)
 Multimedia module (MMM) (16/108)  Phone module (PHM) (16/60)
Fig. 39: Identifying AUD & Components

AUDIO MODULE (AUD) (2009-2012)

DESIGN
CONTROL MODULE
Fig. 40: Identifying Audio Module (AUD

The Audio module (AUD) is an amplifier that transports the audible signal, transmitted on the MOST network,
out to the directly connected loudspeakers.
If there is a subwoofer module (SUB) installed on the MOST network, the audio module (AUD) can process the
incoming signal and transmit it to the subwoofer module (SUB).
The following versions of Audio module (AUD) are available:
 Premium Sound
Audio module (AUD) High Performance has 4x40 W output and Premium Sound has 5x130 W.
models.


4. System generated sound signals , assist other nodes in the system with single sound signals generated in
the control module, for example alarm signals for the park assistance function.
7. Digital bass loudspeaker output, via MOST network, transmits signals to Subwoofer module (SUB). No
foreground noise must be included in the signals.
module (AUD). This compensates for factors such as the location of the loudspeakers and the layout of
the car interior.
11. Dolby ProLogic II , a surround decoder for sound reproduction.
Foreground sound:
 navigation
 system generated sound from the audio module (AUD) (different types of alarm sound)
Background sound:
 analogue radio, AM/FM

 CD player
 playing sound via the AUX input.
The functions in the different versions of the audio module (AUD) are:
High Performance
5. limiter
6. mixing
10. equalizer
Premium Sound
5. limiter
6. mixing
10. equalizer
11. DPL2 - Dolby ProLogic II.
LOUDSPEAKERS

High Performance
For High Performance 8 loudspeakers are used. It is a 2 way loudspeaker system with base/mid-range and
separate tweeters. The speakers are installed in the front and rear doors. In C30 and C70 the rear loudspeakers
are installed in the side panel.
The impedance is 2 ohms for the base/mid-range loudspeakers and 8 ohms for the treble speakers.
Premium Sound
For Premium Sound 9 loudspeakers are used. It is a 2 way loudspeaker system with base/mid-range and
separate tweeters. The speakers are installed in the front and rear doors. In C30 and C70 the rear loudspeakers
are installed in the side panel. To increase the sound there is a 2 way central loudspeaker in the dashboard.
The impedance is 4 ohms for the base/mid-range loudspeakers and 8 ohms for the trebles. The center
loudspeaker impedance is 6 ohms if a display screen is installed in the dashboard, otherwise the central
loudspeaker impedance is 8 ohms.
MICROPHONE
Applies to -2009

Applies to 2010-
Fig. 43: Identifying Microphone Applies To 2010

The microphone is directly connected to the audio module (AUD). The microphone transmits analog signals to
the control module.
Telephone calls can either be connected via the handsfree or secrecy headset. Calls made via handsfree use the
microphone and speaker connected to the audio module (AUD).
The microphone is phantom fed via the audio module (AUD).
If for some reason a fault disappears after being stored in the control module as a permanent diagnostic trouble
code, the information remains stored in the control module. If a fault is no longer permanent, the diagnostic
trouble code remains as intermittent.
been erased.
memory.

 software P/N
New software can be downloaded into the audio module (AUD). When software is ordered the software and
hardware of the vehicle are compared with Volvo's central database. If the comparison corresponds then the

The control module is located in the cargo compartment, behind the left-hand wheel housing. In C30 the control
module is located behind the right-hand side panel.
After replacement of the audio module (AUD), the infotainment control module (ICM) checks its unique serial
number. If the serial number is incorrect, the audio module (AUD) will not work. If the problem remains after
software download, try switching the ignition off/on.
FUNCTION
PLAYING BACK SOUND
Fig. 44: Identifying Functions In The Audio Module (AUD)

network.
To initiate audio playback, a control module transmits a request to the infotainment module (ICM) (3/281). The

 integrated audio module (IAM) (16/1)
 phone module (PHM) (16/60), handsfree speaker sound
 Bluetooth phone module (BPM) (16/147), handsfree speaker sound
When the Audio module (AUD) has received optical signals on the MOST network, the signals are transmitted
onwards as analog signals to:

The microphone (16/98) is directly connected to the audio module (AUD). The microphone sends analog
signals to the audio module (AUD) when telephone calls are made via the handsfree. The signal is then sent via
the MOST network to the Bluetooth phone module (BPM) or the Phone module (PHM).
The speaker sound is sent from the Bluetooth phone module (BPM) or the Phone module (PHM) to the Audio
module (AUD) via the MOST network.
If the vehicle is equipped with a Parking assistance module (PAM) (4/86) a request is sent to the Audio module
(AUD), when audio is to be sent to the speakers when an object is close to the vehicle.
SYSTEM OVERVIEW
CONTROL MODULE

The most important task of the audio module (AUD) is handling the functions of the front, rear and center
speakers and microphone.
If a subwoofer module (SUB) is installed on the MOST network, the audio module (AUD) transmits signals to
the subwoofer module (SUB).
The Audio module (AUD) checks internal components, executed activations and input/output signals via its
integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any
The Audio module (AUD) is a slave module on the MOST network. The infotainment control module (ICM) is
the master control module.
The following versions of Audio module (AUD) are available:
 Premium Sound
is also different.
The control module is located in the cargo compartment, behind the left-hand wheel housing. In C30 the control
module is located behind the right-hand side panel.
SIGNALS

 Loudspeaker left front (16/4, 16/55)
 Power supply
 Ground
 Microphone (16/98) (phantom feed)

 Infotainment control module (ICM) (3/281),  Infotainment control module (ICM) (3/281),
 Integrated Audio Module (IAM) (16/1)  Multimedia module (MMM) (16/108)
 Phone module (PHM) (16/60)  Subwoofer module (SUB) (16/79) (only C70)
 Bluetooth phone module (BPM) (16/147)  Phone module (PHM) (16/60)
 Multimedia module (MMM) (16/108)  Bluetooth phone module (BPM) (16/147)
Fig. 46: View Of AUD & Components

BATTERY
DESIGN AND FUNCTION
INTRODUCTION
The battery type used in most cars is usually know as a lead accumulator. These batteries are so named because
the electrodes are lead and the role of the battery is to store (accumulate) energy.
A key characteristic of lead accumulators is that they can meet the extreme physical requirements for charging
and discharging. Lead accumulators provide optimal performance as both starter and reserve power batteries.
Lead accumulators are relatively cheap to produce and can store large amounts of energy. As a result, lead
accumulators make up in excess of 50% of the entire battery market.
PRINCIPLE
Fig. 47: Battery Principle

A battery is a unit which stores chemical energy which can then be converted into electrical energy as required.
When the battery is connected to an external source of consumption (the car starter motor for example), the
stored chemical energy is converted into electrical energy and current flows through the circuit.
The start battery in a car, the lead accumulator, is rechargeable. Such a battery can be recharged repeatedly,
whereby electrical energy is converted to chemical energy.
FUNCTION
Fig. 48: Identifying Components Which Require Battery Current

The function of the battery in a car is to supply the car with a stable voltage in all situations. One of the tasks of
the battery is to provide a current when starting the engine. Other tasks are to provide a current to components
(such as the parking lamps) which require current when the engine is not running (i. e. when the generator
(GEN) is not charging). The battery also operates as an energy reserve when the capacity of the generator
(GEN) is insufficient and needs to be supplemented.
A BATTERY WORKS AS FOLLOWS
The battery consists of several cells. Schematically, a battery can be said to be made up of two electrodes, one
positive and one negative. These electrodes are different materials, which are submerged in a container filled
with electrolyte, often called battery acid. As a result of the different electrode materials, there is an electrical
charge between the positive and negative electrodes. There is a chemical reaction between the electrodes and
the electrolyte causing electrical energy to be generated. If the positive and the negative poles of the electrodes
are connected to form a closed circuit, a current flows through the circuit.
In a lead accumulator, the positive electrode consists of lead oxide and the negative electrode of porous lead.
The electrolyte consists of diluted sulfuric acid (H2 SO4 ) which is a mixture of concentrated sulfuric acid and
distilled or deionized water.
BATTERY TYPES
In principle, lead batteries can be divided into two different categories:
 Open batteries
 Sealed batteries
Open batteries
In principle, open batteries have free-hanging plates in the battery box, most often insulated from each other by
the negative plate being located in a small separator bag of polyethylene. The electrolyte is highly viscous and
can flow freely between the plates.
A maintenance-free battery is normally an open battery where the design has reduced the gas and also has made
the battery box so airtight that any gases stay in place. A lot of acid means that the fluid will last for its service
life without topping up.
Sealed batteries (recombination batteries)
For sealed batteries the battery box is designed as a pressure vessel with relief valves and go under the name
VRLA (Valve Regulated Lead Acid), that is, valve-controlled lead-acid batteries.
If you shut in the acid and hydrogen gas then these can react with each other and be reformed to water. This is
called recombination and is a good way to almost completely eliminate fluid losses. It is not possible to shut in
and recycle everything, but it can be reduced significantly. The sealed batteries can be divided into two groups:
 Gel batteries
 AGM-batteries
Gel batteries
A gel battery has a few substances, often silicone compounds, added in the electrolyte so that it gels. Thus there
is no free-floating acid that can run out of the battery.
Gel batteries have good capacity, but due to the slightly higher resistance in the low viscosity acid, they may be
limited as start batteries. They can handle deep cycle discharges very well, that is, when you slowly discharge
the batteries a lot several times.
Gel batteries are very rugged and are often used, e. g., in cleaning machines and golf carts.
The small volume of electrolyte in the battery and that it is low viscosity makes the battery sensitive to
dehydration that an overcharge with resulting gas generation could entail.
AGM-batteries
In AGM-batteries the electrolyte is kept in place by the separator paper, consisting of a fiberglass mat (AGM =
Absorbed Glass Mat), working as a "sponge". The capillary forces in the separator means that electrolyte ends
up in the right place. The batteries can be built with very thin separators, which keeps down the internal
resistance. This means that you can get high power from a small volume, making it perfect as start battery.
The fiberglass mat is quite thin, which makes for a small electrolyte volume in the battery. This makes the
battery sensitive to dehydration that an overcharge with resulting gas generation could entail.
PROPERTIES (A FEW TYPICAL PROPERTIES)

Open batteries
Advantages: Disadvantages:
 Damaged if discharged too much, too many
 Lower price in relation to the current that it times.
can provide.
 Must be installed standing.
 Low weight in relation to the current that is
 Need periodic maintenance (not maintenance-
can provide.
free batteries).
 Can handle high charging voltage.
 Higher degree of self-discharge.
 Water can be filled (not maintenance-free
 Not very vibration-resistant.
batteries).
 Acid may leak out if battery tilts over.
Sealed batteries AGM-batteries

Advantages: Disadvantages:
 No maintenance needed during the battery's
 Higher price in relation to capacity.
lifetime.
 Higher weight in relation to capacity.
 No gases, no corrosion, no acid spills.
 Requires careful control of charging voltage.
 Low degree of self-discharge.
 Sensitive to overcharging.
 Extremely vibration-resistant.
 Not possible to fill water.
 Withstands several deep-cycle discharges.
THE CONSTRUCTION OF THE BATTERY

Fig. 49: Battery Construction

1. Handle (on certain battery models)

2. Plugs (not maintenance-free as well as AGM-batteries)
3. Positive and negative posts.
The battery is in a plastic container and has six internal chambers, one for each cell. These chambers are not
connected to each other. This means that the electrolyte level can drop in one chamber without affecting the
level in the other chambers. The cells are connected in series by a sealed joint between each chamber.
On the top of some "open" batteries, there is a cover with six plugs, one for each cell. The plugs can be opened
to check electrolyte level and for topping up with battery water. Maintenance-free batteries as well as AGM-
batteries do not have these plugs and therefore cannot be topped up with battery water.
The battery is filled with electrolyte. The electrolyte consists of diluted sulfuric acid (H2 SO4 ) which is a
mixture of concentrated sulfuric acid and distilled or deionized water. Electrolyte is often referred to as battery
acid. Electrolyte has a density of 1.28 g/cm3 when the battery is fully charged.
A battery is built up of two or more cells connected in series depending on which terminal voltage is desired.
An open car battery consists of six cells and the terminal voltage of a fully charged battery is 12.72 V, that is
2.12 V per cell. For AGM-batteries, the max. terminal voltage of a fully charged battery is 12.93 V.
The AGM-batteries' container is provided with a safety valve. The purpose is to protect the battery against too
high pressure inside the battery. Too high pressure can occur in case of incorrect charging, e. g., with too high
voltage.
NOTE: The battery is damaged if the safety valve has been activated.
Evacuation hose (not sealed batteries)
Certain batteries (such as genuine Volvo batteries) have an evacuation hose. This applies to car models where
the battery is located in the cargo compartment (not in the engine compartment). The function of the evacuation
hose is to lead any gases (oxyhydrogens) that build up in the battery during charging away from the cargo
compartment out into the open air.
CAUTION: The evacuation hose must be connected at all times when the battery is
connected. Always remember to connect the hose and ensure that the
hose is routed downwards to the dedicated outlet in the bodywork when
replacing the battery
THE CONSTRUCTION OF THE CELLS

Fig. 50: Construction Of The Cells

1. Positive plate in separator

2. Negative plate
3. Positive and negative plate assembly
4. Connection
5. Plate assembly for one cell.
A cells consists of several positive and negative plates. These plates are welded together in groups by plate
straps. These plates function as electrodes in the cell. Each positive cell is in a type of isolator, known as a
separator. The task of the separator is to separate the positive and negative plates and to catch any particles that
have detached from the positive plate, thus preventing short-circuits. Each cell contains a combination of such
plates connected in series. The separators consist of an acid resistant plastic.
For AGM-batteries, the pocket separator consists of a thin fibre-glass mat (AGM = Absorbed Glass Mat).
Each plate is made up of a grille with an external layer of active material. This active material contributes to the
electrochemical process during charging and discharging. The grille is constructed of a type of a lead alloy
which functions as a conductor for the active material and also carries the current. The positive plate has an
external layer of lead dioxide, while the external layer on the negative plate consists of porous lead.
The cell is surrounded by electrolyte. This is the final component of a complete cell. Each cell can generate 2.12
V (full charge at 25°C (77°F)).
For AGM-batteries, each cell can generate 2.155 V.
DISCHARGE
Fig. 51: Battery Discharge

The process during discharge
1. Negative plate: Pure lead is converted to lead sulfate

2. Electrolyte: The sulfuric acid is converted to water
3. Positive plate: Lead oxide is converted to lead sulfate
4. Power consuming components.
During discharge, the lead in the negative plate is converted to lead sulfate (PbSO4 ).
The lead dioxide (PbO2 ) in the positive plate is also converted to lead sulfate. During the discharge process,
sulfuric acid (H2 SO4 ) is consumed while water (H2 O) is created. This reduces the density of the electrolyte.
The density drops throughout the discharge process and can be gauged to determine the condition of the battery.
The electrolyte in a fully charged battery has a density of 1.28 g/cm3 . The density of the electrolyte in a fully
discharged battery is 1.10 g/cm3 .
CHARGING
Fig. 52: Battery Charging

The process during charging
1. Negative plate: Lead sulfate is converted to pure lead

2. Electrolyte: Water is converted to sulfuric acid
3. Positive plate: Lead sulfate is converted to lead oxide
4. The power supply from the generator or the external battery charger.
During charging, energy is supplied to the battery. This causes an electro-chemical process that is the reverse of
the process during discharge. The lead sulfate (PbSO4 ) in the negative plate is converted back to pure porous
lead (Pb) and the lead sulfate (PbSO4 ) in the positive plate is converted to lead dioxide (PbO2 ).
Water (H2 O) is consumed during the charging process. Sulfuric acid (H2 SO4 ) is formed. The density of the
electrolyte increase as the amount of sulfuric acid increases.
CAUTION: For charging AGM-batteries, use only chargers that are both current and
voltage-controlled. AGM-batteries are sensitive to overcharging and must
be charged with an adapted charger. This since a battery that is charged

with too high voltage/current does not absorb all the energy and the
excess is converted to heat. When the battery becomes too warm the
electrolyte evaporates (acid). When the pressure in the battery becomes
too high, the gas is released through the battery box safety valve. When
the water volume decreases the acid concentrates to an unacceptable high
level, which may destroy the battery
AGM-batteries may be charged with a max. voltage/current as follows.
Battery capacity (Ah) Max. current (A) * Max. voltage (V) Max. charging time (h) **
100 Ah 25 A 14, 4 V 5-24 h
90 Ah 22, 5 A 14, 4 V 5-24 h
80 Ah 20 A 14, 4 V 5-24 h
70 Ah 17, 5 A 14, 4 V 5-24 h
60 Ah 15 A 14, 4 V 5-24 h
50 Ah 12, 5 A 14, 4 V 5-24 h
40 Ah 10 A 14, 4 V 5-24 h
30 Ah 7, 5 A 14, 4 V 5-24 h
20 Ah 5A 14, 4 V 5-24 h
10 Ah 2, 5 A 14, 4 V 5-24 h
5 Ah 1, 25 A 14, 4 V 5-24 h
* Max. current is calculated with the following formula (Battery capacity Ah/20)*5. For example, for a battery
with capacity 70 Ah: (70/20)*5= 17.5 A.
** Charging time depends on how discharged the battery is, however, max. 24 h.
GAS BUILD UP
Fig. 53: Battery Gas Build Up

Gas build up
1. Gas build up at the plates

2. Negative plate
3. Electrolyte
4. Positive plate
5. The power supply from the generator or the external battery charger.
Gas builds up at the end of the charging process when charging a lead battery. When the battery has reached 85-
90% of the maximum capacity, the water in the electrolyte begins to separate into oxygen (O2 ) and hydrogen
(H2 ). Oxygen is formed at the positive plate and hydrogen at the negative plate.
Gas build up results in a loss of some of the gas from the battery, because the battery must not be fully sealed.
Because the water is lost, the electrolyte level in the battery will drop. New distilled or deionized water must
therefore be added to prevent damage to the plates as a result of the electrolyte level being too low. If new water
is not added when necessary, the plates may come into contact with the air. This would result in corrosion,
reducing the capacity of the battery.
For maintenance-free batteries as well as sealed batteries (AGM), normally no gases are released. This means
that the battery water is not consumed in the electrolyte and topping up of battery water is not necessary. Also,
the design of the battery box does not permit topping up of battery water.
WARNING: If oxygen and hydrogen are mixed in the right proportions, oxyhydrogen
is formed. This mixture is extremely explosive. Take great care to avoid
personal injuries as well as damage to the battery.
WARNING: Make sure that the battery charger is turned off before the terminals are
disconnected. This to prevent sparking which may ignite the
oxyhydrogen.
NOTE: Make sure that ventilation is good.
SELF-DISCHARGE
Fig. 54: Battery Self-Discharge

Example of self-discharge (for open battery type) depending on battery temperature and discharge time
A. Acid density in g/cm3

B. Number of days that the battery was not under load
C. Acid density at different battery temperatures.
There is always some self-discharge in a battery, when the battery is not in use and during both charging and
discharging. If a battery is not used for a longer period, there is considerable self-discharge. The acid density
falls and the active material in the plates is converted to lead sulfate. Excessive discharge must be avoided
because otherwise there is an increased risk of sulfation. Sulfation may cause permanent damage to the battery.
Regular charging of the battery will prevent sulfation. See SULFATION. There is an increased risk of damage
from freezing in a heavily discharged battery. See DEEP DISCHARGING.
The speed of discharge depends on the temperature, time, the condition and construction of the battery. The
temperature is particularly influential. The rate of self-discharge is faster at higher temperatures. Batteries
should be stored for prolonged periods in a dry, cold place, preferably below freezing.
Ensure that the battery is fully charged if it is to be left unused for a long period. No further charging will be
required if the battery is in good condition and is stored in a dry cold place. If the battery is being stored in a
warm place, it may require regular charging.
The illustration shows an example of how quickly a battery (of open type) can self-discharge, depending on the
temperature of the battery. Note how the density of the acid reduces with time and how the self-discharge
speeds up as the temperature increases. For an explanation of the density of the acid, see ACID DENSITY.
ACID DENSITY
Fig. 55: Battery Acid Density

Example of the variation in the stand-by voltage and in the density of the acid with the state of charge in
a battery (of open type) at +25°C (77°F) (measured after approx. 2 hours charging or discharging)
A. Stand-by voltage in V
B. Acid density in g/cm3
C. State of charge, SOC, in %
D. Variation in the stand-by voltage with the state of charge
E. Variation in the density of the acid with the state of charge.
The density of the acid is a unit showing the concentration of sulfuric acid in the electrolyte. The density of the
acid is a measurement of the battery voltage and STATE OF CHARGE, SOC. The density of the acid is
measured in g/cm3 . Sulfuric acid is required for the chemical processes in the battery.
The higher the value of the acid (i. e. high concentration of sulfuric acid), the higher the voltage and state of
charge. A low acid density value means a correspondingly low concentration of sulfuric acid, low voltage and a
reduced capability for providing current. The electrolyte in a fully charged battery has a density of 1.28 g/cm3 at
+25°C (+77°F). The density of the electrolyte in a fully discharged battery is 1.10 g/cm3 or lower depending on
the type of battery.
The illustration shows how the stand-by voltage and the density of the acid drops as the state of charge of a
battery reduces.
HINT: For maintenance-free as well as sealed batteries (AGM) the battery acid cannot be accessed and
thus its density cannot be measured.
STATE OF CHARGE, SOC
The state of charge (SOC) is expressed as the amount of electrical energy that is stored in the battery at any
given time, in relation to how much energy can be stored in a fully charged battery. The state of charge is listed
as a percentage of full charge.
CAPACITY
The capacity of a fully charged battery is its ability to give a constant current during a certain time and is stated
in the unit ampere-hours (Ah). The time for discharging varies depending on the battery's purpose.
In principle, the capacity is controlled by the plates' area as well as thickness. In a battery there is a big area on
the plates, on which chemical reactions can take place, and also where a great amount of electrons (current) can
be generated between the plates. This gives them a higher cold-start current value (CCA = Cold Cranking
Amperes).
A start battery has big area but thin plates.
For a deep cycle battery, e. g., battery for leisure use, it is important that the chemical process can continue for a
long time with lower current use, that is why the plates have to be thick. This gives them many ampere-hours or
"spare minutes". Since the plates are thick, they need longer time to charge so that the chemical reaction also
takes place deep inside the plates.
For start batteries, 20 hours' capacity (K20) is mentioned. This refers to how much current the battery can
deliver during 20 hours in an ambient temperature of +25°C (+77°F) without the terminal voltage going below
10.5 V.
Example: A battery (of open type) with a stated capacity of 70 Ah should be able to provide a constant current
of a max. 3.5 A (3.5 A x 20 h = 70 Ah) for 20 hours.
The capacity of a battery is not only dependent on the size and construction of the battery, but also varies
considerably for batteries of the same type with the size of the discharge current. The lower the discharge
current the higher the capacity and vice versa. The capacity of the battery is also affected by the temperature
and the age of the battery. The nominal value is given at +25°C (+77°F). The capacity of the battery reduces
considerably at low temperatures.
The table shows the difference in capacity in a battery at +25°C (+77°F) and -18°C (-0.4°F).
DIFFERENCES IN CAPACITY AT +25°C (+77°F) AND -18°C (-0.4°F)

Capacity at +25°C (+77°F) Corresponding capacity at -18°C (-0.4°F)
100% 55%
70% 35%
40% 25%
BATTERY SERVICE LIFE
Fig. 56: Battery Service Life

The service life of the battery depends primarily on its construction, maintenance and operating conditions. The
following factors may shorten the service life of the battery:
 see HIGH TEMPERATURES

 see CYCLING
 see LOW ELECTROLYTE LEVEL
 see DEEP DISCHARGING
 see INCORRECT CHARGING
 see SULFATION
 see CORROSION
 see VIBRATIONS
To maintain the best possible service life and capacity, the battery must be maintained and charged in
accordance with Volvo's recommendations.
HIGH TEMPERATURES
A high ambient temperature speeds up the chemical processes in the battery during charging and discharging.
For every 10°C (18°F) increase in temperature, the reaction speed of the processes doubles. The risk of
corrosion, self-discharge and sulfation increase at a high temperature and the service life of the battery is
reduced. The service life of a battery improves in colder surroundings.
CYCLING
Cycling means all the discharging and charging in a battery. A battery is always cycling. Discharging, or
cycling, can have varying degrees of depth. Deeper discharge is more damaging than lesser discharge. Each
discharge results in stress to the plates which deteriorate accordingly. Each instance of cycling cause the
material in the plates to become more fragile and ultimately some of this material will separate from the plates.
Cycling results in a reduction of capacity.
A lead battery cannot tolerate infinite cycling. Deep discharges should be avoided in order to maintain as long a
service life as possible.
LOW ELECTROLYTE LEVEL
The electrolyte level in an open battery (not maintenance-free battery and AGM-batteries) must be checked
regularly. The water in the electrolyte is consumed by gas production and absorption. Batteries have different
water consumption. This depends on design and ambient temperature. The water is used more quickly in hot
climates.
If the electrolyte level is too low, the battery may suffer corrosion and the capacity of the battery may be
reduced. Corrosion may occur in the connections between the cells. The consequence may be an open-circuit in
a connection which will prevent the battery from supplying a current.
The capacity of the battery is reduced if the electrolyte level is so low that some of the surface of the plates are
not submerged in electrolyte. Such surfaces cannot contribute to the chemical processes that occur during
charging and discharging.
CAUTION: Note Check the electrolyte level regularly and top up with distilled or
deionized water to the indicated maximum marking. Never use tap water
DEEP DISCHARGING
The acid density in a deeply discharged battery is very low (nearly all the sulfuric acid has been consumed and
almost pure water remains. There is a high risk that the battery will be damaged beyond repair by freezing at
relatively mild temperatures.
The table shows the freezing point of electrolyte in relation to the degree of charge of the battery.
THE FREEZING POINT OF THE BATTERY IN RELATION TO THE DEGREE OF CHARGE

Degree of charge Freezing point

100 % approximately -70°C (-94°F)
40 % approx. -25°C (-13°F)
10 % approx. -10°C (+14°F)
A deeply discharged battery can also hydrogenate .
Hydrogenation
If the discharge is extremely deep, ultimately all the sulfuric acid will be consumed and only water will remain
in the electrolyte.
Where lead sulfate is more soluble in water than in sulfuric acid, some of the lead sulfate in the plates will fall
into the electrolyte. When the battery is charged, lead will fall on to the negative plates and separators. Lead
gathers in small spots on the surface. This can cause short-circuits. This is known as hydrogenation.
INCORRECT CHARGING
Incorrect charging may result in permanent damage to the battery. Incorrect charging may be, for example,
charging using a current/voltage that is so strong that the temperature of the electrolyte increases or that the gas
development is too powerful.
Increased electrolyte temperature
If charging occurs with an extremely high current, the temperature of the electrolyte will increase considerably
as the battery begins to reach full charge. Excessive temperature may damage the materials in the battery and
increase the risk of short-circuits.
Intensive gas development
If the gas development during charging is extremely intensive, some of the particles may be forced loose from
the active materials on the plates. The plates suffer wear, reducing the service life and capacity. Short-circuits
may occur as released particles drop to the bottom of the cell container or cross to the opposite plate.
To ensure optimal performance, always charge batteries according to Volvo's instructions.
CAUTION: For charging AGM-batteries, use only chargers that are both current and
voltage-controlled. AGM-batteries are sensitive to overcharging and must
be charged with an adapted charger. This since a battery that is charged
with too high voltage/current does not absorb all the energy and the
excess is converted to heat. When the battery becomes too warm the
electrolyte evaporates (acid). When the pressure in the battery becomes
too high, the gas is released through the battery box safety valve. When
the water volume decreases the acid concentrates to an unacceptable high
level, which may destroy the battery
SULFATION
Fig. 57: Battery Sulfation

Lead sulfate is formed on the plates during discharge. Normally small crystals are formed, which then revert to
lead and lead oxide when the battery charges.
In certain circumstances during discharge, large insoluble crystals of lead sulfate may be formed. These crystals
may form an insulating layer on the plates. This reduces the effective surface of the plates, reducing the contact
between the active materials on the plates and the electrolyte. As a result, the capacity of the battery reduces
considerably. This is called sulfation and is a result of a battery being left standing for a long period (in excess
of two weeks) at a low charge, or because the battery has been under charged repeatedly.
The plates always expand slightly during discharge. If the discharge is very slow, the expansion may be so great
that the plates deform or crack. Such damage is permanent and the battery cannot be used again. If a battery has
undergone excessive sulfation, it may be possible to renovate the battery by charging the battery slowly using a
very low current.
Regular maintenance charging will prevent sulfation.
CORROSION
Batteries may corrode in hot conditions, particularly in countries with hot climates. At high temperatures, the
grille in the cell plates corrodes and becomes porous. The connections between the plates may also corrode. The
result is a reduction in conductivity and therefore capacity.
VIBRATIONS
The battery is subjected to vibrations if the car is driven on uneven surfaces. Such vibrations can place stress on
the inner connections in the battery and cell units, resulting in wear and damage to the battery. This is a rare
occurrence in modern cars however.
TERMINOLOGY
AGM-BATTERY
See: SEPARATOR
ACTIVE MATERIAL
The active material consists of lead oxide in the positive plates and porous lead in the negative plates. The
active materials react with the sulfuric acid in the electrolyte during charging and discharging according to the
following chemical reaction:
PbO2 + Pb + 2 H2 SO4 = 2 PbSO4 + 2 H2 O
AMPERE (A)
Unit for electrical current. Abbreviated to A.
AMPERE HOURS (AH)
Unit of measurement used to measure the ability of the battery to store electricity or the capacity. The storage
capacity is obtained by multiplying the outflowing current in amperes by the discharge time in hours. Ampere
hours are abbreviated to Ah.
Example:
A battery that supplies 3 amperes for 20 hours provides 3 A x 20 h = 60 Ah.
BATTERY ACID
Another name for electrolyte. See ELECTROLYTE.
BATTERY WATER
Battery water is distilled or deionized water and must be used to top up the battery if the electrolyte level is low.
Regular tap water must not be used because it contains substances which may damage the battery.
For maintenance-free batteries as well as sealed batteries (AGM) it is not possible to fill battery water.
CCA
Abbreviation of Cold Cranking Amperes. The COLD CRANKING AMPERES of a battery is expressed using
the CCA value.
CELL
Electro-chemical current producing unit in a battery. Consists of a package with positive and negative plates,
separators and electrolyte enclosed in a shell. A fully charged lead battery with a stand-by voltage of 12.72 V
has six cells.
CYCLE
In a battery, a cycle consists of a discharge phase and a charge phase.
DIN
An industry norm. Abbreviation of Deutsche Industrie-Norm.
ELECTRICAL CURRENT
A current is a flow of electrodes moving in a cable. It can be compared with a stream of water. Electrical
current is measured in amperes (A).
ELECTRODE
An electrode is the place where the chemical reactions during discharge and charge take place. A cell consists
of at least one positive and one negative electrode. During discharge, lead oxide is converted to lead sulfate at
the positive electrode. At the negative electrode, porous lead is converted to lead sulfate. During charging, the
reactions are in the opposite direction; lead dioxide and porous lead are reformed. Electrodes also transport
current. In a battery, the electrodes are normally called plates.
ELECTROLYTE
In a lead battery, electrolyte consists of concentrated sulfuric acid and distilled water. Electrolyte is a liquid that
conducts current and adds hydrogen and sulfate ions to the electro-chemical reaction during charging and
discharging:
PbO2 + Pb + 2 H2 SO4 = 2 PbSO4 + 2 H2 O
SEPARATOR
A type of plastic insulator enclosing each positive plate in the cell. The roll of the separator is to separate the
positive and negative plates from each other and to catch particles that detach from the positive plate to avoid
short-circuits.
GRID
A lead alloy frame construction on each plate in the battery. The grid functions as a carrier of the active
materials, lead oxide and porous lead, which contribute to the electro-chemical processes during charging and
discharging. The grid also conducts the current in the cell.
CAPACITY
The capacity is the ability of a fully charged battery to provide a constant current over a certain time and is
given in ampere-hours (Ah). The time taken to discharge depends on the intended use of the battery. For starter
batteries one refers to 20 hours capacity (K20). This refers to the amount of current the battery can provide over
20 hours at an ambient temperature of +25°C (+77°F) without the pole voltage falling below 10.5 V.
Example: A battery with a listed capacity of 70 Ah should be able to provide a current of a maximum 3.5 A
(3.5A x 20h = 70 Ah) for 20 hours.
CORROSION
A destructive chemical reaction when metal is broken down in an aggressive chemical environment. Sulfuric
acid, for example, is aggressive against iron. The iron breaks down and corrodes. The battery terminal is
vulnerable to corrosion if it is not maintained correctly.
SHORT-CIRCUIT
A short-circuit is when the current takes a short cut where the resistance is less and therefore does not go via the
intended route. A short-circuit can be caused for example by particles detaching from the plates in the cells.
Eventually these deposits can be so large that a conductive connection is made between the two plates so that
the current can flow between the two plates instead. A short-circuit in a cell can fully discharge a battery and
render the battery useless.
COLD CRANKING AMPERES
A measurement of the ability of the battery to start the car. The cold cranking amperage is expressed as a CCA
value. Volvo batteries are usually marked with a CCA value according to the SAE norm. The cold cranking
amperes according to the SAE norm is defined as the current that a fully charged battery can supply at a
temperature of -17.8°C (0°F) for 30 seconds without the voltage dropping below 7.2 V. The higher the cold
cranking amperes value, the better the starting capacity of the battery. In certain markets the batteries are
marked according to the DIN norm.
CHARGING
The process by which a battery is supplied with energy by a charger or the generator (GEN) in the car. During
charging, the lead sulfate in the plates is converted back to pure lead on the negative plates and to lead oxide on
the positive plate. Water is consumed, sulfuric acid is formed and the density of the acid increases.
This reaction can be written:

2 PbSO4 + 2 H2 O --> PbO2 + Pb + 2 H2 SO4
STATE OF CHARGE, SOC
The state of charge is expressed as the amount of electrical energy that is stored in the battery at any given time,
in relation to how much energy can be stored in a fully charged battery. The state of charge is listed as a
percentage of full charge. This is the "State of Charge", SOC.
DIRECT CURRENT, DC
An electrical current that only travels in one direction in an electrical cable. A battery supplies direct current
during discharge and must be recharged (from the generator (GEN) or an external battery charger) with direct
current in the opposite direction to current during discharge.
PLATE
The plates in a battery function as electrodes. Each cells consists of several positive and negative plates. These
plates are welded together in groups by plate straps. The plate is made up of a grid with an external layer of
active material. This active material contributes to the electrochemical process during charging and discharging.
The grid is constructed of a type of a lead alloy which functions as a conductor of the active material and also
carries the current. The positive plate has an external layer of lead dioxide, while the external layer on the
negative plate consists of porous lead.
PLUG (NOT MAINTENANCE-FREE AS WELL AS AGM-BATTERIES)
On top of the battery is a cover with six plugs, one for each cell. The plugs can be opened when checking and
topping up the electrolyte.
RESERVE CAPACITY, RC
The reserve capacity, RC, is measured in minutes and is, according to the SAE norm, the time taken to
discharge a fully charged battery at 25 A to a voltage of 10.5 V at a temperature of +25°C (+77°F). The reserve
capacity is the length of time the battery is able to supply necessary components with current when the
generator (GEN) in the car is not functioning. Volvo batteries are marked with the RC value according to the
SAE norm.
SAE
An industry norm. SAE is an abbreviation of "Society of Automotive Engineers".
SEPARATOR
See SEPARATOR.
SELF-DISCHARGE
A battery that is not in use will discharge itself over time. This is know as self-discharge and is quicker in hot
SULFATION
Sulfation is where, in some circumstances, large insoluble lead sulfate crystals are formed on the plates as the
battery discharges. This reduces the capacity of the battery. Note that the formation of small soluble lead sulfate
crystals is normal during discharge.
The plates always expand during discharge. If the discharge is very slow, the expansion may be so great that the
plates deform or crack. Such damage is permanent and the battery must be discarded. This is an excessive form
of sulfation. The longer the sulfation process continues, the more difficult it is to save the battery.
Sulfation is a result of a battery being left standing for a long period at a low charge, or the battery has been
under charged repeatedly. Regular charging of the battery will prevent sulfation.
ACID DENSITY
The unit showing the amount of sulfuric acid in the electrolyte and is a measurement of the battery voltage and
charge status. The density of the acid is measured in g/cm3 . The higher the value of the acid density (i. e. high
concentration of sulfuric acid), the higher the voltage and state of charge. A low acid density value means a
correspondingly low concentration of sulfuric acid, low voltage and a reduced capability for providing current.
The electrolyte in a fully charged battery has a density of 1.28 g/cm3 . The density of the electrolyte in a fully
discharged battery is 1.10 g/cm3 .
HINT: For maintenance-free as well as sealed batteries (AGM) the battery acid cannot be accessed and
thus its density cannot be measured.
DISCHARGE
The process where a battery is under load and gives off current. During discharge, the lead on the negative plate
and the lead oxide on the positive plate are converted to lead sulfate. Sulfuric acid is consumed and water is
formed, reducing the density of the acid.
This reaction can be written:
PbO2 + Pb + 2 H2 SO4 --> 2 PbSO4 + 2 H2 O
STAND-BY VOLTAGE
The stand-by voltage is the voltage measured from an unloaded battery after approximately 2 hours discharging
or charging. It is important that the battery is left unloaded for a longer period so that the concentration of
sulfuric acid has time to distribute evenly in the electrolyte. The measured voltage is then a good indication of
the charge status of the battery.
STAND BY CURRENT CONSUMPTION
The stand by current is the current used by the car when the key is removed (such as the current for the clock,
anti-theft alarm and remote control locking).
VOLT (V)
Unit for electrical power. Abbreviated to V.
VOLVO BATTERY ANALYZER 3100
A tool used to test and troubleshoot batteries of open type.
NOTE: Not intended for AGM-batteries.
SURFACE CHARGING
The concentration of sulfuric acid is higher at the plates than in the electrolyte in a battery that has recently been
charged. This is because the sulfuric acid formed at the plates during charging has not had time to spread into
the rest of the electrolyte. If the stand-by voltage of the battery is measured directly after charging, a higher
value will be obtained, giving an incorrect reading of the charge status of the battery. This is called surface
charging. If the battery is left without load for a while the concentration of the sulfuric acid will even out. It is
therefore important to leave the battery without load for at least 2 hours before measuring the stand-by voltage
of the battery, allowing time for the concentration of the sulfuric acid to even out in the electrolyte. The
measured voltage is then a good indication of the charge status of the battery.
BLUETOOTH PHONE MODULE (BPM) (2009-2012)

DESIGN
CONTROL MODULE
Fig. 58: Identifying Bluetooth Phone Module (BPM)

The Bluetooth phone module (BPM) has the task of functioning as a wireless link between the vehicle's
infotainment system and a cellphone equipped with blue tooth technology.
The Bluetooth phone module (BPM) contains:
 A main processor which manages all functionality and logic for the Bluetooth phone module (BPM). The
software for the bluetooth phone module (BPM) is also stored here.
 Sound processor which manages handsfree sound and generates polyphonic ring signals which are then
transmitted on to the integrated audio module (IAM) and audio module (AUD) (only certain versions) via
the MOST network.
 Internal blue tooth antenna.

A diagnostic trouble code (DTC) is stored when control module detects a fault. There are approximately 10
diagnostic trouble codes (DTCs) for Bluetooth phone module (BPM). A fault which was detected in the most
recent operating cycle is defined as permanent. Other faults are defined as intermittent.
memory.

 software P/N
READING OFF PARAMETER VALUES
Using this function the status or value of parameters can be read out. The status/value is presented digitally.
Software can be downloaded to the Bluetooth phone module (BPM). When software is ordered, the vehicle'
software and hardware is compared to Volvo's central database. If they are compatible, the software is
downloaded to the system.
If the comparison between the vehicle and the Volvo central database does not correspond, the database is
updated with the vehicle configuration, and then the software and any security codes (Security access code) is
downloaded.
FUNCTION
PHONE
Fig. 59: Identifying Handsfree System

The system is a handsfree system which allows the customer to control their own cellphone from the vehicle
and allows the customer to use the vehicle audio system during calls.
The following telephone functions are available via the vehicle's buttons and display when a cellphone is
connected to the bluetooth phone module (BPM) via bluetooth:
 Receive incoming calls with number presentation

 End telephone calls
 Initiate telephone calls via normal number dialing
 Searching and initiating telephone calls from the mobile telephone's phone book. In vehicles with model
year from and incl. 2012 the Bluetooth phone module (BPM) is equipped with PBAP - Phone Book
Access Profile. PBAP is a new standard for faster transfer of the phone book from the customer's mobile
telephone to Bluetooth phone module (BPM).
 Accessing last number dialed/received/missed calls on the cellphone
 Activating voice activated function in the cellphone
 Transfer of sound between the vehicle's audio system and the cellphone can occur without interrupting
the call.
 A2DP - Advanced Audio Distribution Profile. With A2DP the customer can play back music from their
mobile telephone in the car's loudspeakers via Bluetooth phone module (BPM). For vehicles with model
year from and incl. 2012.
The Bluetooth phone module (BPM) (16/147) has no keypad of its own for menu management but is either
controlled via the keypad on the Climate control module (CCM) (3/112) or via the steering wheel buttons.
Climate control module (CCM) transmits the signals for menu management to the infotainment control module
(ICM) (3/281) via the CAN network. The infotainment control module (ICM) then transmits the signals onward
to the Bluetooth phone module (BPM) via the MOST network.
When using the menu via the steering wheel buttons, information is transmitted from the steering wheel module
(SWM) (3/254) to the infotainment control module (ICM) via LIN communication. The information is then
transmitted to the Bluetooth phone module (BPM) via the MOST network.
Menu management is displayed for the user in the display for the infotainment control module (ICM).
Information is transmitted from the Bluetooth phone module (BPM) to the infotainment control module (ICM)
via the MOST network.
When starting the Bluetooth phone module (BPM), receiving incoming calls or when using the phone, a request
to use the display will be transmitted to the infotainment control module (ICM).
During conversations via handsfree the microphone and speakers which are connected to the Audio module
(AUD) (16/105) and Integrated Audio Module (IAM) (16/1) are used. Bluetooth phone module (BPM)
transmits a request to the Infotainment control module (ICM) to receive access to the speakers and microphone.
The infotainment control module (ICM) transmits the request onward to the Audio module (AUD) and
Integrated Audio Module (IAM). The communication between the Bluetooth phone module (BPM),
infotainment control module (ICM), Audio module (AUD) and Integrated Audio Module (IAM) occurs via the
MOST network.
MANAGING BLUETOOTH CONNECTIONS
When the system is first activated the customer is led through a pairing process so that the Bluetooth phone
module (BPM) and the cellphone recognize and approve each other. This process usually only needs to be
carried out once for each cellphone to be used in the vehicle.
The pairing process starts by the Bluetooth phone module (BPM) searching for all nearby blue tooth units.
When this search is complete a list is presented for the user with all the cellphones which were found during the
search. The name which occurs in the list can normally be set on the customer's cellphone. Note that the
bluetooth function in the cellphone must be active and it must be possible to search for the cellphone for it to
appear in the list.
When the customer selects their cellphone in the list the units must exchange identity information with each
other. A randomly generated 4 figure code is presented for the user in the display in the infotainment control
module (ICM). The code can then be entered in the cellphone to complete the pairing process. If this fails the
user can try again.
When the process has been successful, the cellphone automatically connects to the Bluetooth phone module
(BPM) and the phone functions become available. If the copying of the phonebook and call lists are supported
by the cellphone, these will be automatically transferred to the Bluetooth phone module (BPM) after the devices
have been connected.
This process can take a few minutes the first time, and the phonebook is not available during this time.
The next time the customer enters the vehicle with that cellphone it will be connected to the Bluetooth phone
module (BPM) automatically. Note that the bluetooth function must be active in the cellphone for the automatic
connection to occur. The previously copied phone book is available immediately, but a new copy will be taken
in the background to ensure that any changes in the customer phonebook are available.
A total of five phones can be paired to the vehicle at the same time. However only one cellphone can be
connected, i. e. can be controlled from the vehicle and connect sound via the vehicle.
On start up, the Bluetooth phone module (BPM) will automatically try to connect the cellphone which was most
recently connected to the system. If this cellphone is not detected a list of all paired cellphones and the
opportunity to pair a new cellphone is presented to the user. It is then possible to change the connected phone
while driving.
It is also possible to remove cellphones from the list of paired phones.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 60: Identifying Bluetooth Phone Module (BPM)

The Bluetooth phone module (BPM) has the task of functioning as a wireless link between the vehicle's
infotainment system and the driver's or passenger's cellphone equipped with blue tooth technology.
The following telephone functions are available via the vehicle's buttons and display when a cellphone is
connected to the bluetooth phone module (BPM) via bluetooth:
 Receive incoming calls with number presentation

 End telephone calls
 Initiate telephone calls via normal number dialing
 Searching and initiating calls from the cellphone address book
 Accessing last number dialed/received/missed calls on the cellphone
 Activating voice activated function in the cellphone
 Transfer of sound between the vehicle's audio system and the cellphone can occur without interrupting
the call.
The Bluetooth phone module (BPM) is located above the glove compartment inside the dashboard.
The Bluetooth phone module (BPM) cannot be combined with the Volvo On Call function.
The Bluetooth phone module (BPM) has serial optical communication with components on the MOST network
where the infotainment control module (ICM) is the main control module.
diagnostic trouble code (DTC) is stored if the control module detects an error. In certain cases the control
module replaces the faulty signal with a substitute value.
Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read
off using the diagnostic tool via the data link connector (DLC) in the vehicle.
If the Bluetooth phone module (BPM) is not supplied with voltage there will be no communication with the
MOST network and the system will shut off.
SIGNALS
The table below summarizes the input signals to and output signals from the Bluetooth phone module (BPM).
The signal types are divided into directly connected signals (via bluetooth) and MOST communication. The

Via Bluetooth: Via Bluetooth:
Cellphone Cellphone
 Infotainment control module (ICM) (3/281)
 Infotainment control module (ICM) (3/281)  Integrated audio module (IAM) (16/1)
 Integrated audio module (IAM) (16/1) (loudspeaker sound)
(microphone)  Audio module (AUD) (16/105) (loudspeaker
sound) (only certain versions)
Fig. 61: Identifying BPM & Components

BRAKE CONTROL MODULE (BCM) (2006-2012)

DESIGN
CONTROL MODULE AND ABS HYDRAULIC MODULATOR
The brake control module (BCM) is mounted on the hydraulic modulator in the engine compartment.
The control module is supplied with power via two fuses and connected to ground by two ground terminals.
There are diagnostics for the valve coils and the pump motor. There are three different versions of the brake
control module (BCM).
ABS control module

Fig. 62: Identifying ABS Control Module

The control module contains two different micro-processors which receive signals from different sensors in the
system. The micro-processors operate in parallel and use a program to compute the necessary ABS and
electronic brake force distribution functions. The ABS control module has eight valve coils for the hydraulic
valves, four outlet valves and four inlet valves.
The control module has a connector for connection to the cable harness in the car.
Control module for STC and TRACS AWD

Fig. 63: Identifying Brake Control Module (BCM)

The control module for STC/TRACS AWD has twelve valve coils for the hydraulic valves. Otherwise its
contents are the same as the control module for ABS. The four additional valve coils are used for stability and
traction control.
Control module for DSTC


The control module for DSTC looks the same as an STC control module. However the software is different and
it is connected to the brake pressure sensor.
When replacing a DSTC control module, the control module must be calibrated using VIDA (Volvo scan tool).
ABS hydraulic modulator

Fig. 65: Identifying ABS Hydraulic Modulator

There are four versions of the ABS hydraulic modulator:
 ABS
 STC
 DSTC
 TRACS AWD.
The ABS hydraulic modulator is located against the cowl panel in the engine compartment. The ABS hydraulic
modulator consists of:
 hydraulic valves
 relief valves
 an integrated brake pressure sensor
 a pump motor.
The pump motor generates the brake pressure required during stability and traction control.
There are diagnostics for the hydraulic valves, brake pressure sensor and the pump motor.
CONTROL DSTC
Fig. 66: Identifying Control DSTC (2007-)

Activation of DSTC is controlled by turning the control for the Steering wheel module (SWM). When the
ignition is activated the DSTC function is always engaged. When selecting the DSTC function the on/off mode
is available. When the control sets DSTC in mode on/off, this is confirmed by a message in the Driver
If a diagnostic trouble code (DTC) is stored in the brake control module (BCM) a message is displayed in the
Driver information module (DIM). The messages vary depending on whether the diagnostic trouble code (DTC)
was stored when the DSTC function was active or inactive.
WARNING LAMPS
Fig. 67: Identifying Warning Lamps

The brake system uses five warning lamps and a text display in the driver information module (DIM).
ABS warning lamp (1)
The ABS warning lamp indicates a fault in the ABS system.
Brake warning lamp (2)
The brake warning lamp indicates:
 A fault in the electronic brake force distribution (EBD) function

 That the brake fluid level is too low (the signal is transmitted from the central electronic module (CEM)
to the driver information module (DIM)).
General warning lamp (3)
Normally the general warning lamp lights together with the brake warning lamp.
Traction control warning lamp (4)
The traction control warning lamp flashes:
 When a drive wheel starts to spin during acceleration. Traction control is then activated to regain traction
 When a drive wheel starts to spin on a slippery surface. Stability control is then activated to regain
traction
 When the lateral stability limit is exceeded (the car oversteers or understeers) during active yaw control.
Information lamp (5)
The information light comes on when:
 There is a fault with ABS, STC, DSTC or TRACS

 The brake disc temperature is too high.
Text display in the combined instrument panel
Displays information about faults in the brake system or other settings.
NOTE: The text may vary depending on the model year and equipment. It may also
change as a result of software updates in the driver information module (DIM).
WHEEL SENSORS
Fig. 68: Identifying Wheel Sensors

The wheel sensors are installed on the spindle joints of the front and rear wheels. The wheel sensors are active
sensors. The task of the wheel sensors is to supply the control module with information about the rotation speed
of each wheel. The control module uses the signal from the wheel sensors to calculate wheel speed and the
acceleration and retardation of the car.
The wheel sensors are supplied with 12 V. When the magnetic pulse wheel rotates, the sensor generates a
pulsed current (quadratic wave). The strength of the current depends on the position of the pulse wheel. The
signals from the coil in the sensor are then affected by the resistor, which is sensitive to magnetic fields. This
means that the output signal is a current which oscillates between 7 mA and 14 mA. The frequency increases
with speed.
The magnetic pulse wheel is integrated into the inner wheel bearing seal and the wheel sensor is radially
positioned in the shaft housing in relation to the magnetic pulse wheel. The rear wheel sensors are axially
positioned in relation to the magnetic pulse wheel. Both the front and rear magnetic pulse wheels have 88 poles,
44 north poles and 44 south poles. In the event of a fault in any of the wheel sensors the following functions do
not engage or are disengaged:
 ABS
 Stability control
 Traction control
 DSTC
 TRACS.
Electronic brake force distribution (EBD) is available if one wheel sensor is faulty. Electronic brake force
distribution (EBD) is disengaged if there is a fault in more than one wheel sensor simultaneously.
The control module calculates the vehicle speed using the signals from the wheel sensors.
There are diagnostics for the wheel sensors.
STOP LAMP SWITCH
Fig. 69: Identifying Stop Lamp Switch

The brake light switch is located by the brake pedal lever. The stop (brake) lamp switch self-adjusts during
installation. The brake control module (BCM) receives information about the status of the stop (brake) lamp
switch via the engine control module (ECM). The stop (brake) lamp switch signal is used by the brake control
module (BCM) to diagnose faults in the pedal position sensor. The signal is also used to disengage traction
control if a fault is detected.
The stop (brake) lamp switch is supplied with power from the battery. When the switch is closed, the power for
the signal is supplied through the engine control module (ECM). The engine control module (ECM) then
transmits a signal via the Control area network (CAN) indicating that the stop (brake) lamp switch has been
activated.
There are diagnostics for the stop (brake) lamp switch.
PEDAL POSITION SENSOR
Fig. 70: Identifying Pedal Position Sensor

The pedal position sensor is mounted on the power brake booster in the engine compartment. The sensor has
several functions.
The sensor is used:
 by the engine control module (ECM) for cruise control. The signal is transmitted via the controller area
network (CAN)
 to shut off traction control during braking (TRACS AWD only)
 to diagnose the function of the stop (brake) lamp switch (TRACS AWD only).
The sensor is affected by the push rod for the brake pedal. It is a sliding potentiometer.
Fault detection of the signal is between 0 V-0.15 V and 4.85 V-5.0 V. A diagnostic trouble code (DTC) is stored
If the signal is between 0 V and 0.15 V. The sensor is considered not to be installed in the car. If the signal is
between 4.85 V and 5.0 V, the sensor is understood to be pushed in excessively.
BODY SENSOR CLUSTER STABILITY SENSOR (BSC) (DSTC ONLY)
Fig. 71: Identifying Body Sensor Cluster Stability Sensor (BSC) (DSTC Only)
The body sensor cluster stability sensor (BSC) is under the right-hand front seat. The sensor is supplied with 12
V and is grounded in the brake control module (BCM). The information from the body sensor cluster stability
sensor (BSC) is used for stability calculations in the brake control module (BCM). The body sensor cluster
stability sensor (BSC) contains a yaw angle sensor which measures the yaw angle speed in °/s, and a lateral
acceleration sensor which measures lateral acceleration in m/s2 . The body sensor cluster stability sensor (BSC)
for AWD also contains an acceleration sensor which measures longitudinal acceleration
The body sensor cluster stability sensor (BSC) communicates with the brake control module (BCM) via an
internal controller area network (CAN).
The body sensor cluster stability sensor (BSC) can be diagnosed by the brake control module (BCM).
When replacing the body sensor cluster stability sensor (BSC), the brake control module (BCM) must be
calibrated using VIDA (Volvo scan tool) or manually according to the test drive.
most recent operating cycle is defined as permanent. Other faults are defined as intermittent. An operating cycle
involves ignition on, the vehicle speed exceeding 20 km/h and the ignition being switched off.
This function can be used to continuously read off the status of the control module's input and output signals.
ACTIVATING COMPONENTS
This function can be used to activate components to check that they are working.
The control module can be identified by means of reading off a number of codes.
The codes contain the following information about the control module:

 software P/N
 diagnostic software P/N (part of the software).
FUNCTION
ABS FUNCTION
Fig. 72: ABS Function

While driving, the brake control module (BCM) (1) registers the acceleration and deceleration of the wheels.
The 4 wheel sensors (3) (one on each wheel) provide the brake control module (BCM) with information about
the rotation speed of the wheels. The brake control module (BCM) uses this information to calculate the vehicle
speed. The control module transmits the signal on the controller area network (CAN) where it can be accessed
by other systems.
During braking, the brake control module (BCM) receives a CAN signal from the engine control module
(ECM) and stop lamp switch (2) indicating braking. The brake control module (BCM) then goes into standby
mode for ABS control. The signal from the stop lamp switch is not required for ABS control, but does give
softer control at the beginning of ABS control.
If the brake control module (BCM) detects that there is a risk of wheel lock-up, the ABS hydraulic modulator
(4) is affected and the hydraulic pressure for the relevant wheel is adapted so that wheel lock up is avoided.
The pressure in the circuit is controlled so that the maximum possible braking force is transferred to the road
surface, which means that the wheel rotates with 12-20% less slippage on the surface.
ABS is first activated when the speed of the car exceeds approximately 7 km/h. This means that at speeds below
approximately 7 km/h the wheels can lock up. This has little practical effect on the function of the system or
from the driver's point of view.
ABS control can be divided into three stages:
1. Open position (Pressure increase) . This is the normal condition during braking. The inlet valve is open
and the outlet valve is closed. This permits the brake pressure to pass from the master cylinder to the
wheel
2. Pressure maintenance phase . If the brake control module (BCM) detects that one of the wheels is
rotating too slowly, the brake control module (BCM) will close the inlet valve. This stops the brake
pressure to the wheel from increasing, even if the driver increases the pressure on the brake pedal. If the
rotation speed of the wheel continues to fall the control moves into the pressure reduction phase
3. Pressure release phase . The inlet valve remains closed. The brake control module (BCM) opens the
outlet valve and starts the pump. This transfers brake fluid from the wheel, reducing the brake pressure.
When the rotation speed has increased sufficiently the control module closes the outlet valve, opens the
inlet valve and control returns to the open position.
Steps 1, 2 or 3 are repeated until braking finishes or the ABS system stops.
ABS CONTROL
No braking
Fig. 73: ABS Control -- No Braking

The brake system is unaffected while the driver is not braking. This means that the master cylinder is in the
standby position and the connection between the brake fluid reservoir and the rest of the hydraulic system is
open. There is no pressure in the system. In the ABS hydraulic modulator valve block, the hydraulic valves are
in their rest position. In other words, the inlet valves are open and the outlet valves closed.
Braking without ABS

Fig. 74: ABS Control -- Braking Without ABS

When the brake pedal is depressed, the movement of the pedal is transmitted via the power brake booster to the
master cylinder pistons and the stop (brake) lamp switch trips. When the primary and secondary pistons move
forwards in the master cylinder, the openings for the brake fluid reservoir are closed. The hydraulic pressure in
the two brake circuits increases and affects the pistons in the brake calipers which press the brake pads against
the brake discs.
When the brake pedal is released, the pistons revert to the rest position in the master cylinder. The connection to
the brake fluid reservoir opens and the brake system pressure falls. The brake caliper pistons return to their rest
positions with the aid of the sealing rings.
Braking with ABS

Fig. 75: ABS Control -- Braking With ABS

When a wheel locks-up under braking, the brake control module (BCM) begins to close the inlet valve for the
relevant brake circuit so that the supply of brake fluid from the master cylinder is interrupted. This means that
the hydraulic pressure cannot increase irrespective of the pressure in the master cylinder (constant pressure, see
the right-hand front wheel - FR). The hydraulic pump starts at the same time.
If the wheel locks anyway, the outlet valve opens and the brake fluid is allowed back to the accumulators
resulting in a reduction in the brake circuit pressure (pressure release, see the left front wheel - FL). This
reduces the hydraulic pressure and braking effect, allowing the wheel to accelerate. The hydraulic pump returns
the brake fluid from the accumulators to the master cylinder.
When the acceleration is sufficient, the brake control module (BCM) closes the outlet valve and opens the inlet
valve. This increases the hydraulic pressure in the circuit. During the pressure increase phase the required fluid
volume is supplied by the master cylinder and the pump if the accumulators contain brake fluid. As the volume
of fluid supplied to the brake circuit is greater than the volume released back into the accumulators from the
brake circuits, the accumulators only compensate for the volume peaks on the suction side of the pump. The
pump returns the brake fluid from the low pressure accumulators to the master cylinder or brake circuits
depending on the position of the inlet valves.
When the pump operates the brake pedal is raised and lowered (pulses). This is normal and is also a warning to
the driver that ABS control is active.
The hydraulic pump is operational for approximately 1 second after the ABS control has finished to ensure that
the accumulators are empty.
ELECTRONIC BRAKE FORCE DISTRIBUTION (EBD)
Fig. 76: Electronic Brake Force Distribution

Electronic brake force distribution (EBD) is integrated in the ABS system and controls the braking forces to the
rear wheel brakes. Electronic brake force distribution controls the hydraulic pressure in the brake circuit for the
rear wheels the rear wheels slip considerably less than the front wheels under braking. This ensures optimal and
stable braking.
The brake control module (BCM) regulates the brake pressure by controlling the inlet and outlet valves in the
brake circuits for the rear wheels.
The brake pressure in the rear wheel circuits varies, depending on how much the rear wheels slip in relation to
the front wheels. The purpose of the control is to keep the rear wheel slippage to 0-2% lower than the front
wheels. This means that the function is load sensitive.
Generally, the difference between the rear wheel and front wheel slippage under braking is dependent on how
hard the brakes are applied and on the load of the car. Hard braking /light loads cause more slippage, light
braking/heavy loads cause less slippage.
Therefore the requirement for brake fluid when the hydraulic pump is not activated during electronic brake
force distribution (EBD) control is less than during stability and traction control. The fluid volume returned
from the brake circuits is taken up by the accumulators.
STC (STABILITY AND TRACTION CONTROL) SYSTEM
The STC system consists of two components:
 Stability Control
 Traction Control.
STABILITY CONTROL
Stability control occurs when the brake control module (BCM) transmits a signal to the engine control module
(ECM) to lower the engine torque if any of the drive wheels spin and road friction is reduced. Stability control
is available between 0 km/h and top speed.
TRACTION CONTROL
Fig. 77: Identifying Traction Control

Components
1. Separation valve, normally open

2. Electronic shuttle valve, normally closed
3. Hydraulic pump
4. Outlet valve, normally closed
5. Inlet valve, normally open
6. Pressure equalizer
7. By-pass valve
8. Non-return valve.
Traction control is integrated in the brake system.
The system is mainly designed to assist with moving off on slippery surfaces at speeds up to approximately 60
km/h. Traction control has only a very limited effect at speeds over 60 km/h.
If the brake control module (BCM) registers, via the front wheel sensors, that any of the drive wheels are
spinning quicker than the others, the separation valve (1) closes. The hydraulic pump (3) is started so that brake
fluid is pumped to the caliper of the slipping wheel. Pressure builds up in the brake circuit and the brakes are
applied as much as required so that the drive force is distributed between the driven wheels. The wheel which
has the best traction receives the most driven force against the surface. This process is independent of engine
output.
On vehicles with traction control, the brake control module (BCM) continuously registers the extent of brake
usage. This allows the control module to calculate the temperature of the front wheel brake discs. If traction
control is engaged and the calculated temperature becomes too high, approximately 450 °C, traction control cuts
out. The general warning lamp comes on and a text is displayed in the combined instrument panel. A diagnostic
trouble code (DTC) is stored in the brake control module (BCM). Traction control is blocked to prevent the
brakes from overheating. The light goes out once the calculated temperature falls below approximately 300 °C
and traction control is engaged again. However, ABS is always available. There is information about the
calculated temperature of the brake discs in the brake control module (BCM) as long as the 30-supply is
connected. If the brake system has been used too hard, this may also cause high brake temperatures.
No traction control
Fig. 78: Identifying Traction Control -- No Traction Control

If no drive wheel is spinning, the brake system is unaffected. This means that the master cylinder is in the
standby position and the connection between the brake fluid reservoir and the rest of the hydraulic system is
open. There is no pressure in the system. In the ABS hydraulic modulator valve block, the hydraulic valves are
in their rest position, the inlet valves and the separation valves are open and the outlet valves and electronic
shuttle valves are closed.
Traction control when one or more drive wheels are spinning
Fig. 79: Identifying Traction Control -- Traction Control When One Or Both Driven Wheels Spin
If the car is started and moves off and one or both driven wheels are threatening to spin, the brake control
module (BCM) registers this by comparing the signals from the wheel sensors with a calculated reference
speed. The control module closes one or both separation valves and the hydraulic pump starts. The separation
valve blocks the connection between the pump pressure side and the primary circuit /secondary circuit in the
master cylinder. The inlet valve for the non-spinning wheel closes so that the brake is not applied on that wheel.
The hydraulic pump draws brake fluid from the brake fluid reservoir via the electronic shuttle valve and
increases the pressure until the by-pass valve opens. The hydraulic pressure reaches the spinning wheel and
slows down the wheel so that the driven force is distributed between the driven wheels so that the wheel with
the best traction receives the most driven force.
As the pump supplies a greater flow than required by traction control, the excess brake fluid is drained off by
the by-pass valve for the master cylinder or is drawn directly up by the pump.
The inlet valve closes as soon as the spinning wheel has been slowed down by the brake to a relatively normal
speed. Depending on the acceleration of the wheel, the outlet valve opens (brake fluid flows back to the suction
side of the pump) so that the pressure in the brake circuit drops or the outlet valve remains closed to maintain
the pressure (constant pressure). The outlet valve closes to increase the pressure in the brake circuit, the inlet
valve opens and the pressure rises in the brake circuit.
This control brakes the wheel in proportion to optimum slippage until one of the following occurs:
 as friction against the surface becomes greater wheel spin stops

 control is stopped by the brake control module (BCM) to prevent the brakes from overheating
 braking takes place
 the car reaches the speed where traction control ceases.
The separation valve is activated during traction control.
Activation of the brakes, which is registered by the brake control module (BCM) via the signal from the stop
lamp switch, enables the traction control to be interrupted and the separation valve to open. The electronic
shuttle valve closes, so that the pump is unable to draw brake fluid from the master cylinder. The hydraulic
modulator now operates as a normal ABS hydraulic modulator.
A difference in speed between the driven wheels requires traction control. This difference varies with the speed
of the car. When the vehicle speed is 0 km/h, a difference in speed of 8 km/h between the drive wheels is
required for traction control to engage. At a vehicle speed of 20 km/h, a difference of 18 km/h, and at 40 km/h a
difference of 25 km/h is required. At higher speeds the differences required between the driven wheel speeds is
so great that in practice traction control does not function above 60 km/h.
ACTIVE YAW CONTROL SYSTEM

Fig. 80: Identifying Active Yaw Control System

Brake control modules (BCM) with DSTC use continuous information from the different sensors in the system
to calculate the positions of the steering wheel and car. The brake control module (BCM) calculates the driving
style by measuring:
 steering angle
 steering angle speed
 engine torque
 the vehicle speed
 brake pressure.
The brake control module (BCM) also calculates the behavior of the car by monitoring:
 yaw rate
 lateral acceleration.
When the differences between the intended direction of the driver and the actual direction exceeds a certain
level, active yaw control regulates the engine torque (stability function). This maintains the lateral stability of
the car under most driving conditions. Active yaw control also activates the individual brake control to regulate
the separation and electronic shuttle valves as well as the inlet and outlet valves. This should correct the vehicle
in the event of a skid.
ACTIVE YAW CONTROL
Fig. 81: Identifying Traction Control

Components
1. Separation valve, normally open

2. Electronic shuttle valve, normally closed
3. Hydraulic pump
4. Outlet valve, normally closed
5. Inlet valve, normally open
6. Pressure equalizer
7. By-pass valve
8. Non-return valve.
During active yaw control, i. e. when the vehicle looses traction, the hydraulic pump begins to generate brake
pressure even if the driver has not applied the brake pedal. The brake control module (BCM) then activates the
valves in the ABS hydraulic modulator and checks the braking forces at each wheel. This is done by raising,
maintaining or lowering the brake pressure individually to stabilize the vehicle. If the driver presses the brake
pedal during stability control, the control module, through the pedal pressure sensor in the power brake booster,
will take into account the pressure exerted by the driver during stability control.
Active yaw control oversteer
Fig. 82: Identifying Active Yaw Control Oversteer

Oversteer is a very dangerous condition which is difficult for the average driver to control. Oversteer is when
the car turns more than the steering wheel has been turned. If not corrected, oversteer can lead to the car
beginning to spin uncontrollably.
In the example above, the car turns to the right and the car oversteers. To counter this the DSTC system has
closed the separation valve, opened the electronic shuttle valve and started the pump. The inlet valve (C1) has
been left open, while the other inlet valves are closed. This causes brakes the left front wheel, which causes the
wheel to lose grip and reduces oversteer. If the car oversteers, the brake control module (BCM) transmits a
request for torque reduction to the engine control module (ECM) via the controller area network (CAN).
Active yaw control understeer
Fig. 83: Identifying Active Yaw Control Understeer

Understeer is when the car tends to continue straight forward even though the steering wheel has been turned. If
the car understeers, the brake control module (BCM) transmits a request for torque reduction to the engine
control module (ECM) via the controller area network (CAN).
In the example above, the steering wheel has been turned to the right, but the car continues straight on. The
separation valve closes, the electronic shuttle valve opens and the pump starts. The DSTC system applies the
brakes to the right rear wheel by leaving inlet valve C2 open and closing and closing the other inlet valves (C1,
C3 and C4). In the event that braking the right rear wheel is not sufficient to get the car back on course, the
brake control module (BCM) opens inlet valve C4 and brakes the right-hand front wheel.
Dynamic stability control

Fig. 84: Dynamic Stability Control

If the driver presses the brake pedal during stability control, the brake control module (BCM), through the brake
pressure sensor in the hydraulic modulator, will take into account the pressure exerted by the driver during
stability control.
Included in the calculations by the control module are the driver's desired brake pressure and functions for:
 Active yaw control

 ABS
 EBD
 Stability control.
In the event of a hand brake turn, the active yaw control function is normally activated if the speed exceeds
approximately 40 km/h. At lower speeds active yaw control is decreased successively, and at 20-25 km/h will
not be noticeable.
It is possible to download new software into MK60 brake control modules (BCM) (applies to model year 2004
only). From model year 2005, new software can only be downloaded into the MK60 brake control modules
(BCM) with TRACS AWD and DSTC.
SYSTEM OVERVIEW
INTRODUCTION
Brake control system Mark 60
The Mark 60 brake control system with the brake control module (BCM) is an electronic control system which
prevents wheel lock up during braking (ABS). By preventing wheel lock up, steering control is maintained and
maximum braking effect is utilized.
The brake control system is equipped with:
 Anti-lock Braking System

 Electrical Brake force Distribution (EBD) at the rear wheel brakes.
The brake control system, as a factory installed option, can be supplemented with:
 STC (Stability and Traction Control)

 DSTC (Dynamic Stability and Traction Control)
 TRACS AWD (TRAction Control System All Wheel Drive), vehicles with AWD only.
EBD
The Electrical Brake force Distribution function is integrated in the ABS system. The function controls the
braking forces electronically between the brake circuits front and rear wheels if the rear wheels are in danger of
locking. This ensures optimal and stable braking.
STC
Stability and traction control system consisting of two parts:
 Traction control . Traction control (TC) is a traction control system which is integrated in the ABS-
system. The traction control system distributes the driven power between the wheels so that the wheel
with the best road traction receives the greatest amount of driven power. The system is mainly designed
to assist when moving off on slippery surfaces at speeds up to approximately 60 km/h. Traction control
has only a very limited effect at speeds above 60 km/h. To prevent damage to the brake calipers and
discs, traction control is disabled if the brake discs become too hot. The traction control function is
always engaged when the ignition is switched on. This function cannot be disabled manually.
 Stability control . The stability control (SC) system is integrated with the ABS system. It stabilizes the
vehicle in the event of wheel spin. The brake control module (BCM) transmits a signal to the engine
control module (ECM) to reduce engine torque until the slipping wheel(s) has/have stopped spinning. The
stability function is always engaged when the ignition is switched on. Stability control can be engaged
and disengaged manually using a switch on the tunnel console.
DSTC
DSTC (Dynamic Stability and Traction control) - a dynamic stability and traction control system which is
integrated into the STC (stability and traction control) system.
The DSTC (Dynamic stability and traction control) system consists of the following:
 Traction Control - This function is described above under STC - Traction control above.
 Stability Control - This function is described above under STC - Stability control above.
 AYC (Active Yaw Control) . The system is based upon a number of sensors which sense the driver's
steering movements (steering wheel angle) and the directional, both straight and lateral, movement of the
car. This information is used to correct the car in the event of oversteer or understeer.
DSTC is always engaged when the ignition is switched on. Stability control can be engaged and disengaged
manually using a switch on the tunnel console. The same switch can be used to set the sensitivity of active yaw
control (AYC). It can be either in normal mode or in wide slip mode.
TRACS AWD
This function is described in STC (STABILITY AND TRACTION CONTROL) SYSTEM. The TRACS
AWD-function is always engaged when the ignition is switched on. (this function cannot be disabled manually).
BRAKE CONTROL MODULE (BCM)


The control module is installed with the ABS hydraulic modulator and is positioned on the cowl panel in the
engine compartment. The electrical valve coils for the different hydraulic valves are integrated into the control
module.
The main function of the control module is to process the signals from the different sensors and to control the
hydraulic pump and the electromagnetic hydraulic valves (inlet and outlet valves) in the ABS hydraulic
modulator during:
 ABS control
 EBD control
 Traction Control
 Active yaw control (DSTC).
The control module communicates with directly connected components and other control modules via the
Controller Area Network (CAN).
Control modules with DSTC communicate with the steering wheel angle sensor which is integrated into the
(steering angle).
The control module checks its calculations and all input and output signals using built-in diagnostic functions.
When the vehicle is started and driven off, the control module checks that the signal from the wheel sensors is
OK. When the car reaches 20 km/h (40 km/h if the stop (brake) lamp switch is activated), the control module
briefly activates the pump motor and the hydraulic valves to check their function. The hydraulic pump can be
heard at this time. This is completely normal. The ABS function can first be activated when the speed of the car
exceeds approximately 7 km/h. Traction control however is available immediately. The control module also
carries out a startup test and then activates the warning lights in the combined instrument panel which are
connected to the functions in the system.
A diagnostic trouble code (DTC) is registered in the internal memory of the control module if it detects a fault.
At the same time, a number of values are stored. These are frozen at the time the fault occurred. Depending on
the severity of the fault, certain functions may be partially or completely disengaged. A warning lamp lights in
the driver information module (DIM) to inform the driver that a fault has occurred. A warning or information
text will also be shown in the display in the driver information module (DIM). The text displayed depends on
the fault (see the table). Diagnostic trouble codes (DTCs) and frozen values (extended diagnostic trouble code
(DTC) information) can be read off using VIDA (Volvo scan tool) via the data link connector (DLC) in the
vehicle.
Light/text in the combined instrument panel which is activated in the event of a fault
ABS warning Brake warning General warning Information Text
Function
lamp lamp lamp lamp display
ABS X X X
EBD X X X X
STC X X
DSTC X X
TRACS
X X
AWD
SIGNALS FOR CONTROL MODULES WITH DSTC
The table below summarizes the input signals to and output signals from the brake control module (BCM). The
signal types are divided into directly connected signals, serial communication and controller area network
(CAN) communication. The illustration below displays the same information with the Volvo component
designations.

Four Wheel sensors (7/31, 7/32, 7/56, 7/57) -
Pedal position sensor (7/124)
Brake pressure sensor , integrated into the ABS
hydraulic modulator
Via internal Controller Area Network (CAN) Via internal Controller Area Network (CAN)
Body sensor cluster stability sensor (BSC)

(7/164). Provides information about the yaw angle
-
speed, lateral acceleration and, on cars with All-
wheel drive (AWD), also forward acceleration.
Central electronic module (CEM) (4/56): Driver information module (DIM) (5/1):
 Provides information about the car  Vehicle speed

configuration  Receives a request to light the ABS and brake
 Provides information indicating that back-up warning lamp as well as the traction control
gear has been selected. This is to temporarily warning lamp in the combined instrument
switch off the Active Yaw Control function panel
(manual gearboxes only).  Receives a request about which text message
 For the C70: Provides information about should be displayed in the combined
activation/deactivation of stability control and instrument panel.
traction control (DSTC)  Receives a request about which text message
is to be displayed when the DSTC function is
active or deactivated. (2007-).
Transmission control module (TCM) (4/28):
 Provides information indicating that back-up Transmission control module (TCM) (4/28):
gear is selected to temporarily switch off the
Active Yaw Control function (automatic  Vehicle speed
transmission only)
 Indicates whether ABS, stability or traction
 Provides information about the present gear,
control is active
next gear and lock-up status (automatic
 Receives a request to delay a gear shift in the
transmission only).
event of a substantial speed difference in the
front wheels
Steering wheel module (SWM) (3/254). Provides  Receives information about the position of the
information: pedal position sensor.
 About the position of the steering wheel to

calculate the position of the car Engine control module (ECM) (4/46):
 About whether the steering wheel is being
 Vehicle speed
turned to the left or right
 Indicates whether ABS, stability or traction
 About the speed at which the steering wheel
is being turned control is active
 Receives a request to decrease torque during
 Indicating whether the steering angle signal is
OK. stability control
 Receives information about the position of the
pedal position sensor.
Engine control module (ECM) (4/46):
 Via the central electronic module (CEM): The Infotainment control module (ICM) (16/1):
signal indicates if the engine is running or not,
the present engine speed (RPM) and the  Receives information about the traveled
present torque distance, used when the Global Positioning

System makes calculations.
 Indicates current engine torque when
calculating the traction control.  Receives information about the rotation speed
of the front wheels. Used to measure distance
Differential electronic module (DEM) (4/82).

Provides information about the torque distribution Differential electronic module (DEM) (4/82).
to the rear wheels and the function status (AWD Receives information about the brake function
only). (AWD only).
Driver information module (DIM) (5/1) (2007-).
Provides information about activating/deactivating
the dynamic stability and traction control (DSTC)
via the control for Steering wheel module (SWM).
Fig. 86: View Of Brake Control Module (BCM)

BRAKE ENERGY REGENERATION (2011-2012)

DESIGN
ENGINE CONTROL MODULE (ECM)
The Engine control module (ECM) has all the functionality for controlling brake energy regeneration.
BATTERY MONITORING SENSOR
Fig. 87: Identifying Battery Monitoring Sensor

The battery monitoring sensor is on the battery's negative pole and communicates with the Engine control
module (ECM) via serial communication (LIN).
The sensor continuously measures and calculates:
 The battery's voltage.

 The current into and out of the battery.
 The temperature at the negative terminal. The value is used to calculate the battery's internal temperature
with the aim of regulating the correct charge voltage and calculate the correct battery capacity.
 The voltage and current that the battery has during engine start-up (the starter motor running). The values
are used to calculate the battery's internal resistance. The battery's internal resistance is used to determine
the battery's capacity to supply high current during, for example, engine start-up.
 The vehicle's standby current consumption.
 The battery's standby current when the vehicle is in sleep mode. The value is used to calculate the
battery's SoC.
The measurements are taken to ensure the status of the battery.
This information is sent to the Engine control module (ECM), which then calculates how the alternator is to be
regulated to charge the battery optimally and determine under what operating conditions it is most economical
to charge the battery.
There are a number of values to read out from the battery monitoring sensor via the Engine control module
(ECM).
The battery monitoring sensor is connected to the battery positive pole. The connection is needed to measure the
sensor's processor and its calculations.
The battery monitoring sensor consists internally of:
 Shunt resistance to determine the current.

 Processor with LIN communication.
The engine control module (ECM) can diagnose the battery monitoring sensor.
The battery monitoring sensor has certain integrated diagnostics. There is information for the function that can
be read out via diagnostics using VCT2000 (or appropriate scan tool).
FUNCTION
CONTROL ALTERNATOR
The alternator and charging of the battery is controlled by the Engine control module (ECM) using signals from
the battery monitoring sensor about the status of the battery.
The Engine control module (ECM) calculates the engine's efficiency (need of torque for power transfer) and
controls the alternator so that battery charging is maximized when "it is free" and reduces the charge when the
engine's efficiency is low. i. e. when the engine's torque is needed to propel the vehicle.
Depending on the engine's efficiency, power consumption in the vehicle and the battery's status, the alternator is
controlled as follows:
 Conventional charging
 slowly
 quickly
 slowly without discharging
 Reconditioning battery
 slowly
 quickly
 Brake energy regeneration. Regeneration can occur in the following ways:

 slowly
 quickly
CONVENTIONAL CHARGING
Fig. 88: Identifying Conventional Charging

For optimum battery charging, the output voltage from the alternator is calculated from the battery's calculated
Depending on the demand from the Engine control module (ECM), the Alternator control module (ACM)
(charge regulator) regulates the output voltage according to the image above. With traditional conventional
charging, the battery is always charged to a SoC level of 100%.
For the brake energy regeneration function, battery charging occurs in the conventional way until the battery
has reached a SoC level of 80 %.
Reconditioning battery
Performed at least 3 times per year (at least every 120 days) with the purpose of preventing the battery from
sulfating permanently. On this occasion, the battery is fully charged in a few hours. Charging can occur during
several operating cycles.
Brake energy regeneration
Depending on which type of power consumers are active, control of the alternator occurs in different ways.
Brake energy regeneration, slow
Voltage sensitive consumers are activated. This refers to consumers that are sensitive to voltage differences
where voltage changes can be noticed by the driver. The voltage changes slowly as brake energy regeneration is
activated so that the change is not noticeable. Applies to consumers such as headlamps, fog lamps, fan motor
and windscreen wipers.
Brake energy regeneration, quick
No voltage or power sensitive consumers are activated. The voltage changes quickly or immediately during
brake energy regeneration.
Brake energy regeneration, slowly without discharging
Voltage sensitive consumers are activated. This refers to consumers that are sensitive to voltage and power
differences. Applies to consumers such as engine cooling fan motor, preheating elements, connected trailer and
blower fan. When voltage and power sensitive consumers are activated, the voltage changes slowly and the
alternator voltage is not permitted to be less than 13.2V. This is to prevent the available output from being too
low.
DESCRIPTION OF AN OPERATING CYCLE

Fig. 89: Identifying Description Of An Operating Cycle Chart

1. Conventional battery charging. The battery's SoC is below 77 % (poorly charged battery) and the
system strives to charge the battery up to 80 %. Brake energy regeneration is not permitted. The charge
voltage increases (level depending on the battery temperature) so that the battery charges. When the
correct SoC is reached, brake energy regeneration is permitted.
2. Battery not charging. The engine's efficiency is low (the engine's torque is needed to propel the vehicle)
and the battery is not charged. The alternator is controlled so that only the vehicle's power consumers are
supplied with the necessary current.
3. Engine braking (brake energy regeneration). The alternator charges the battery with a voltage up to
15.0 V (charges with energy).
4. The battery produces energy. The engine's efficiency is low (the engine's torque is needed to propel the
vehicle). Regeneration of previously stored energy with a fast current output from the battery down to a
voltage of 12.4V.
5. The battery produces energy. The engine's efficiency is low (the engine's torque is needed to propel the
vehicle). Regeneration of previously stored energy with a slow current output from the battery down to a
voltage of 12.5 V
NOTE: When driving in the dark, the lowest permitted charge voltage is limited with the
purpose of providing maximum output for lighting for example.
The dotted graph illustrates when quick brake energy regeneration is activated, i. e. when the function permits a
greater voltage level during brake energy regeneration and more energy can thereby be regenerated (charged in
the battery). The solid graph illustrates when slow regeneration is activated.
BATTERY CHARGING
Fig. 90: Identifying Battery Charging

When the external auxiliary battery or battery charger is temporarily connected, the battery's negative pole must
never be used for connection, only the vehicle's chassis must be used as an grounding point. When connected
correctly, the battery monitoring sensor awakes from its sleep mode as the current through the sensor (in to the
battery) exceeds 250 mA. The sensor the registers how much current the battery is charged with and can then
calculate the battery's correct charge status and capacity. When the current through the sensor is less than 250
mA the sensor continues in sleep mode.
If the battery's negative pole is used when charging, the battery monitoring sensor does not register the current
that the battery is charged with. When the ignition is switched on, the battery monitoring sensor registers that
the voltage across the poles has changed since the last registration. The battery monitoring sensor can interpret
this as the calculation of the battery's SoC currently does not correspond (not reliable) and sends the message
about this to the Engine control module (ECM). On these occasions the sensor's calculation of the battery status
is not reliable and the function is therefore not permitted.
For vehicles with the automatic start/stop of the engine function, the function is not permitted temporarily.
The status of the sensor's calculation can be read off in VIDA (Volvo scan tool).
NOTE: For the battery monitoring sensor to calculate the battery's correct state of
charge the vehicle must be in sleep mode for 4 hours . Sometimes, 6 hours in
sleep mode may be required. This is on the condition that the ignition key has
been removed, doors and hatches closed and the car is locked. If the SoC is
still low, the brake energy regeneration function will not be permitted. The
battery needs to be charged.
BATTERY MONITORING SENSOR
Blocking the brake energy regeneration function
The battery monitoring sensor can be diagnosed by the Engine control module (ECM). If the DTCs for the
battery monitoring sensor are detected and the fault is active, the brake regeneration function is not permitted.
NOTE: For vehicles with the automatic start/stop of the engine function, the function is
not permitted temporarily.
Other situations where the battery monitoring sensor does not permit the brake regeneration function:
 The standby current consumption is more than 250 mA for 7 days. This means that the sensor never has
the opportunity to measure the battery's standby current and therefore cannot calculate the battery's charge
status.
On these occasions the sensor's calculation of the battery status is not reliable and the function is therefore not
permitted.
Replacement of the battery / battery monitoring sensor
For replacing the battery or battery monitoring sensor, battery information must be reset.
The vehicle's battery is completely discharged or the battery monitoring sensor has been disconnected
from the battery pole.
If the battery has been completely discharged so that the vehicle does not react to the ignition key (in principle,
is completely dead) and the vehicle is then started using an external auxiliary battery or battery charger, the
battery monitoring sensor can interpret this as it being disconnected from the battery (main battery). The battery
monitoring sensor then reads off the battery voltage and assumes a SoC that is proportional to the voltage. If the
SoC is low, the automatic start/stop of the engine function is not permitted.
NOTE: For the battery monitoring sensor to calculate the battery's correct state of
charge the vehicle must be in sleep mode for 4 hours . Sometimes, 6 hours in
sleep mode may be required. This is on the condition that the ignition key has
been removed, doors and hatches closed and the car is locked. If the SoC is
still low, the automatic start/stop of the engine function will not be permitted.
The battery then needs to be charged.
SYSTEM OVERVIEW
The brake energy regeneration system enables the use of kinetic energy in a more efficient way. When the
driver brakes the vehicle or releases the accelerator pedal and the vehicle is engine braked, the vehicle's kinetic
energy is recycled and stored in the vehicle's battery. An alternator converts the vehicle's kinetic energy, via the
driveline, into electricity, which charges the battery more under those conditions (when it is free). When the
driver depresses the accelerator again, the alternator charges the battery less than normal or not at all. The
vehicle then receives the energy that was previously stored in the battery back again.
As the alternator charges less, less force is required to rotate the alternator, which reduces the load on the
engine, which reduces the energy demand and which thereby can also reduce fuel consumption. Fuel
consumption can be reduced by approx. 1-3 %.
In vehicles with normal conventional battery charging, the system always strives to charge the battery to a
100% charge level (State of Charge (SoC)). When the battery is fully charged, it cannot take any more energy.
In order for the battery to take more energy, during engine braking for example, the battery cannot already be
fully charged. The charging system therefore strives to retain the battery at a SoC of about 80 %. This makes it
possible to charge the battery with energy and reuse the energy from the battery.
CAUTION: If a fully charged battery (100 % SoC) is placed in the vehicle, the system
will reduce the battery's SoC to around 80 %. For vehicle's with the brake
energy regeneration function and battery monitoring sensor, this is
completely normal.
In order for the battery to be sufficiently receptive to charging for this function, the battery's temperature must
be between + 5 °C - + 55 °C. At temperatures below, respectively, above this interval, brake energy
regeneration is not permitted and the system will then apply conventional charging.
Fig. 91: View Of Maintaining Battery's SoC

The image shows how the system strives to maintain the battery's SoC and at which temperature and SoC the
brake energy regeneration function is permitted.
1. State of charge (SoC).

2. Area where brake energy regeneration is permitted.
3. Parameter of how the system strives to maintain the battery's SoC with regard to the battery's temperature.
Above 55 °C charging of the battery does not occur, in principle. This is to prevent, for example,
overheating.
4. Battery temperature.
5. Area where the system applies conventional charging.
Fig. 92: Identifying Battery & Components

The system consists of the following:
 The Engine control module (ECM) is the main module for this function. The control module sends
information to the Alternator control module (ACM) about what charge voltage the alternator is to
maintain.
 Alternator control module (ACM) with charge regulator. The control module is controlled by the Engine
control module (ECM).
 Battery monitoring sensor. In order for this function to work, the battery's status must be thoroughly
calculated and monitored. The vehicle is therefore equipped with a battery monitoring sensor.
 Battery.
 Central electronic module (CEM). If alternator control does not work correctly for any reason, the Central
electronic module (CEM) takes over control of the alternator from the Engine control module (ECM).
Charging is then conventional.
The sensor on the battery's negative pole indicates that the vehicle has a battery monitoring sensor.
A battery monitoring sensor is always found on vehicles with the automatic start/stop of the engine function.
BRAKE SYSTEM (2006-2012)

DESIGN
HYDRAULIC BRAKING SYSTEM
Fig. 93: Identifying Hydraulic Braking System

1. Primary circuit (1)

2. Secondary circuit (2)
3. Master cylinder
4. Brake control module (BCM)
The hydraulic brake system is a two-circuit diagonal brake system.
The hydraulic brake system is divided up as follows:
The primary circuit (1) includes:
 The front chamber for the master cylinder

 Cylinder in the front left-hand brake caliper

 Cylinder in the rear right-hand brake caliper.
The secondary circuit (2) includes:
 The rear chamber for the master cylinder

 Cylinder in the front right-hand brake caliper
 Cylinder in the rear left-hand brake caliper.
Two brake pipes run from the master cylinder (3) to the brake control module (BCM) (4), where the brake pipes
then branch to the wheel brakes.
Servo cylinder
Fig. 94: Identifying Servo Cylinder

1. Vacuum hose connection

2. Front push rod
3. Membrane spring
4. Rubber membrane
5. Guide housing
6. Push rod spring
7. Rear push rod
8. Air cleaner (ACL)
9. Connecting device EBA
10. Reaction disc
11. Membrane support.
The vehicle is equipped with a single servo cylinder. It has integrated mechanical brake assistance (EBA). The
servo cylinder is located between the brake pedal and the master cylinder and is actuated directly by the brake
pedal. It ensures that less pedal force is required when braking with the aid of vacuum from the vacuum pump
and via the intake manifold for the engine. The check valve located by the vacuum pump prevents air from
flowing back to the servo cylinder.
Mechanical brake assistance (EBA)
Fig. 95: Identifying Mechanical Brake Assistance (EBA)

1. Connecting device.
The mechanical brake assistance (EBA) is integrated in the servo cylinder.
The connecting device (1) is designed as a single unit. It is fully integrated in the servo cylinder and only
actuates the standard version of the servo cylinder in the guide housing.
The function can shorten the braking distance considerably, as it is activated when the brake pedal is depressed
quickly and firmly.
In such a situation, the ability of the servo cylinder to reinforce the brake force is fully utilized.
Master cylinder
Fig. 96: Identifying Master Cylinder

1. Push rod (part of primary piston, connected to the servo cylinder)

2. Primary circuit chamber
3. Valve
5. Secondary circuit chamber.
The master cylinder is designed for a diagonally split brake system.
One front wheel and one rear wheel are connected together in a circuit. The two chambers in the master cylinder
supply one circuit each in the brake system.
The master cylinder is of the tandem type. It contains two pistons, which are connected in series. The master
cylinder is actuated by the servo cylinder push rod (1) and brake fluid is pressed into the brake pipes when the
brake pedal is pressed. The brake fluid, which is moved in the system, generates an increase in pressure in the
wheel brakes causing the vehicle to brake.
There is a valve (3) in the bottom of both pistons. These ensure that the remaining pressure in the chambers (for
example after braking using ABS) is released, so that the seals in the master cylinder are not damaged. They
also ensure that new brake fluid can be added to the system in the event of wear to brake pads and disc brakes.
For safety reasons, each circuit has a specific piston for pressing the brake fluid out of the master cylinder and
into the brake pipes.
Springs in the master cylinder move the pistons back to their resting position when the vehicle is not braking. In
this situation the valves are open and both the chambers (brake circuits) are connected to the brake fluid
reservoir.
When the brake pedal is pressed, both pistons are moved. The valves are closed and pressure can build up in the
brake fluid.
The brake fluid reservoir for the master cylinder ensures that the correct amount of brake fluid is supplied in the
system, irrespective of wear to brake pads and disc brakes.
WHEEL BRAKES, GENERAL

Fig. 97: Identifying Wheel Brakes (General)

1. Brake caliper
2. Retainer
3. Rubber bushing
4. Sliding pin
5. Brake pads
6. Brake pipe
7. Bleed nipple
8. Piston
9. Brake fluid inlet
10. Sealing ring
11. Dust boot.
The vehicle has disc brakes on all four wheels to ensure optimum braking performance. The foot brake is
combined with the parking brake on the rear axle. The brake discs are ventilated on the front axle, integrated
with the wheel hub. The brake discs are solid on the rear axle.
The brake caliper (1) comprises two halves joined with screws, positioned over the brake disc. The caliper grips
across the disc brake and slides in the holder on two sliding pins (4). The sliding pins are greased and protected
with a rubber bushing (3). The braking force from the brake pads (5) is absorbed via the holder (2), which
transfers the force to the spindle.
The sliding pins are made of steel. They are screwed into the armature, which is secured to the wheel spindle.
The brake caliper contains a piston (8) together with a sealing ring (10) and dust boot (11). The piston cylinder
is made of steel.
The piston presses directly on the inner brake pad against the brake discs. On account of the action-reaction
principle the brake caliper (1) is pressed backwards. This movement presses the outer brake pad against the
brake disc. (Also, see FOOT BRAKE AND PARKING BRAKE.) The sliding brake caliper's retainer (2)
presses the outer brake pad against the brake disc.
The dust boot prevents dirt getting in between the cylinder and piston.
Old brake calipers at the rear are replaced with new calipers filled with brake fluid from the factory. This
simplifies bleeding.
The splash guard prevents water and salt from soiling the brake disc. Any soiling results in reduced friction and
hence reduced braking power.
PARKING BRAKE
Fig. 98: Identifying Parking Brake

1. Control lever
2. Bracket
3. Primary mechanical cable
4. Adjuster nut
5. Compensator
6. Secondary mechanical cables.
Fig. 99: View Of Parking Brake

The control lever (1), in the illustration above, applies to model years up to and including 2007.
The rear brake caliper has an integrated parking brake mechanism.
The mechanism is self-adjusting. Adjustment takes place every time after braking.
The control lever (1) is located between the front seats. The control lever contains a locking arrangement. This
is released with the push-button in the lever handle. The control lever is mounted on a shaft. The shaft is
mounted in a bracket (2) which is screwed to the tunnel.
On the front end of the primary mechanical cable (3) is an adjuster nut (4) for manual adjustment of the cables.
The primary mechanical cable is routed through a hole in the front floor to the compensator (5), where the two
secondary mechanical cables (6) are mounted. The secondary mechanical cables are routed crosswise to the
relevant brake caliper.
The secondary mechanical cables are routed on the underside of the floor to the cross member under the rear
seat, where they are secured in two clamps on either side. They are then routed via a mechanical cable holder in
the floor to a clamp in the control arm. The mechanical cable bushing is mounted in the caliper and the end of
the cable is mounted in the caliper lever.
FUNCTION
FOOT BRAKE AND PARKING BRAKE
OVERVIEW
Fig. 100: Identifying Rear Brake With Combined Foot Brake & Parking Brake Function
The illustrations above show the rear brake with combined foot brake and parking brake function. The principle
for the foot brake function is the same at both front and rear, however.
1. Piston
2. Adjuster screw
3. Adjuster nut
4. Spring holder
5. Return spring
6. Axle
7. Control spring
8. Gasket
9. Throw-out bearing
10. Snap-ring
11. Sealing ring
12. Adjuster piston
13. Arm
14. Eccentric
15. Arm
16. Brake disc
17. Brake caliper
18. Brake pads, outer
19. Brake pads, inner.
GENERAL FOOT BRAKE, FRONT AND REAR
When braking, the driver presses the brake pedal and an increased hydraulic fluid pressure is generated in the
brake system. The increased pressure presses the piston (1) and the inner brake pad (19) against the brake disc
(16) at the same time as the brake caliper (17) and the outer brake pad (18) are pressed against the brake disc.
SPECIFIC FOOT BRAKE, REAR
Self-adjustment
The rear foot brake contains a self-adjusting parking brake mechanism. The adjustment (compensation for wear
on the brake pads and discs) takes place when braking using the foot brake. The clearance in the thread between
the adjuster screw (2) and the adjuster nut (3) determines whether adjustment takes place.
When the brake pedal is pressed down, the hydraulic pressure forces out the piston (1). The adjuster nut (3) and
the adjuster screw (2) follow this movement.
When the brake pedal is released, the piston is pressed back slightly by the tension in the piston seal. The
adjuster nut (3) is pressed against the piston by the control spring (7), at the same time as the return spring (5)
presses the adjuster screw (2) against the arm (13).
If the relative movement exceeds the clearance in the thread, the adjuster nut will be twisted to a new position
further out on the adjuster screw.
SEALING RING FOOT BRAKE, FRONT AND REAR
Fig. 102: Identifying Sealing Ring Foot Brake (Braking)

Braking
The sealing ring (11) is tensioned by means of the adjuster piston being pressed against the brake disc.
Fig. 103: Identifying Sealing Ring Foot Brake (Resting Position)

Resting position
The tension in the sealing ring (11), which was previously generated by applying the brakes, causes the adjuster
piston to be pushed back to the resting position. When the brake pads are worn, the piston is pressed through the
sealing ring until the brake pads come into contact with the brake disc. This produces a self-adjustment between
brake disc and brake pad.
PARKING BRAKE
The parking brake operates on the rear wheels. The parking brake is applied against the brake pads. The brake
caliper has an integrated parking brake mechanism. This is self-adjusting between shaft and piston each time
after braking, see SPECIFIC FOOT BRAKE, REAR. When replacing the brake pads, a special tool is
required so that the adjuster nut (3) can be turned back to the original position.
Parking brake lever applied
The tractive force on the brake cable produces a turning movement in the arm (15). The eccentric (14) transfers
the force to the arm (13). The arm (13) converts the turning movement to a sliding movement on the adjuster
screw (2). The adjuster nut (3) and the sealing cylinder (12) follow the movement towards the brake disc. The
piston (1) presses the inner brake pad (19) against the brake disc at the same time as the brake caliper (17) and
the outer brake pad (18) are pressed against the brake disc.
When the parking brake lever is released, the components return to the resting position.
Fig. 105: Identifying Parking Brake Lever Applied

20 Adjuster nut
21 Compensator
The upper control lever applies to model years up to and including 2007. The lower control lever applies to
model year 2008 -.
Fig. 106: Identifying Adjustment

Adjustment
Adjusting the mechanical cable for the parking brake is carried out at the lever. The adjuster nut (20) is located
by the lever in the passenger compartment. The compensator (21) distributes the braking function between the
rear wheel brakes.
HYDRAULIC BRAKING SYSTEM
BRAKE FLUID RESERVOIR WITH LEVEL SWITCH

Fig. 107: Identifying Brake Fluid Reservoir With Level Switch

1. Chambers
2. Plastic floats.
The brake fluid reservoir comprises two chambers (1), one on each brake circuit, which are filled with brake
fluid. In the event of a rupture in one of the brake circuits, only some of the brake fluid in the system can
escape. The remaining brake fluid acts on the operating brake circuit.
The reservoir contains a level function for detecting brake fluid loss in the brake system. The plastic float (2)
floats on the brake fluid. This closes the connector on the switch when the brake fluid level drops below the
MIN level on the reservoir. The stop (brake) warning lamp lights on the driver information module (DIM). The
float and the switch are integrated with the container and cannot be replaced.
MASTER CYLINDER
Normal braking
Fig. 108: Identifying Normal Braking

The brake pedal is pressed and the piston nearest the servo cylinder moves to the left. Pressure builds up in the
primary circuit.
This pressure also moves the second piston to the left and pressure builds up in the secondary circuit.
Leakage in the primary circuit

Fig. 109: Identifying Leakage In The Primary Circuit

The brake pedal is pressed and the piston nearest the servo cylinder is moved, but does not build up pressure
due to damage in the primary circuit. The piston moves until it comes into contact with the piston in the
secondary circuit. Only then can pressure build up in the secondary circuit. The brake pedal stroke is longer
than during normal braking.
Leakage in the secondary circuit

Fig. 110: Identifying Leakage In The Secondary Circuit

The brake pedal is pressed and fluid in the primary circuit is pressed against the secondary circuit piston. The
piston cannot build up pressure due to damage in the secondary circuit. It therefore moves to the left until it
reaches the limit position in the master cylinder. Only then can pressure build up in the primary circuit.
The brake pedal stroke is longer than during normal braking.
SERVO CYLINDER
Resting position
Fig. 111: Identifying Resting Position

1. Max. negative pressure

2. Atmospheric pressure.
In the resting position, the servo cylinder components are in the position shown in the illustration. The push rod
spring keeps the push rod and the jointed valve piston mounted on this pressed to the right. The movement is
restricted by the stop washer.
The valve piston holds the valve lifted out of the seat in the guide housing. The air duct is closed and the
vacuum duct exposed. The same negative pressure is therefore present on both sides of the membrane. The
membrane and the guide housing are pressed to the right-hand limit position by the membrane spring.
When the brake pedal is pressed down, the rear push rod and the valve piston are moved to the left (forwards).
The valve spring causes the valve plate to follow until it reaches the seat in the guide housing. The connection
between the front and reverse of the membrane is closed. As the piston continues to move forward, its
movement is transferred via the reaction disc and the front push rod to the brake fluid in the master cylinder.
Partial and full braking

Fig. 112: Identifying Partial & Full Braking

1. Max. negative pressure

2. Atmospheric pressure.
3. Negative pressure.
When the driver presses the brake pedal, the valve piston moves to the left in the illustration. The seat for the
valve piston leaves the valve plate and the connection opens between the reverse of the membrane and the
center of the valve assembly (which is at atmospheric pressure). Air at atmospheric pressure flows in behind the
membrane. There is negative pressure on the front of the membrane. A difference in pressure is built up. The
difference in pressure generates a force on the membrane, causing the membrane to move to the left in the
illustration.
The membrane is installed on the guide housing, which therefore follows the movement of the valve piston. The
guide housing force is transferred to the front push rod through the outer part of the reaction disc. Along with
the force from the brake pedal, which presses on the inner part of the reaction disc, the front push rod presses
the brake fluid out of the master cylinder to the wheel brakes. The vehicle brakes.
During normal braking, when the driver presses the brake pedal to a certain level and holds the pedal in this
position, the following occurs:
The valve piston stops in partial braking position and the valve seat on the moved guide housing can now close
the connection between the rear side of the diaphragm and atmospheric pressure. No further pressure is built up
on the diaphragm. The force does not increase but is now as large as the hydraulic back pressure in the master
cylinder. A certain extension of the piston will then occur. The piston seat leaves the valve. More air can flow in
and greater brake application can be obtained until the new balance position is achieved.
During full braking, when the driver presses the brake pedal all the way down, the following occurs:
Air from atmospheric pressure flows behind the membrane until the maximum difference in pressure has built
up. The membrane moves as far at it will go and the servo cylinder reinforces the braking force applied by the
driver to the maximum.
If the force on the pedal is increased the force of the valve piston on the center of the reaction disc increases.
If the pedal force is reduced, the center of the reaction disc is pressed from the seat in the guide housing. The
spaces on either side of the membrane are then linked to each other. The pressure is equalized, the guide
housing is pushed back by the spring force and the counter force on the front push rod. Braking reduces. The
valve piston can revert to the position shown in the illustration. The new balance position has been achieved. If
the pedal is completely released, all the servo cylinder components return to the resting position and the brakes
are released.
In the event of a fault in the vacuum supply, braking can still take place by means of the servo cylinder
operating as an extended push rod. As no servo effect is obtained in this case, greater pedal force is required.
MECHANICAL BRAKE ASSISTANCE (EBA)

Fig. 113: Identifying Mechanical Brake Assistance (EBA)

1. Snap-ring
2. Rubber disc
3. Control housing
4. Ratio disc
5. Spring, Ball socket
6. Valve piston
7. Connecting device.
8. Bearing race
9. Guide sleeve
10. Seal
11. Ball socket
12. Ball bearing
13. Locking sleeve
14. Spring, Locking sleeve
15. Clock valve
16. Mounting bracket

17. Retainer
18. Spring, Clock valve
19. Gasket
20. Push rod spring
21. Spring
Mechanical brake assistance (EBA) is integrated with the servo cylinder. The regular function of the servo
cylinder is not affected, although the design in the guide housing is affected slightly.
Partial braking position without mechanical brake assistance (EBA)
Fig. 114: Identifying Partial Braking Position Without Mechanical Brake Assistance (EBA)
If the movement from the speed and force of the brake pedal does not exceed the designed locking movement,
the locking sleeve (13) cannot go to its final position. The vehicle brakes without brake assistance.
The ball socket (11) can move axially throughout the entire movement of the valve piston (6) due to the ball
bearings (12), which are free to move radially over the ramp on the ball socket.
Activation of the EBA function
Fig. 115: Identifying Activation Of The EBA Function

When the switching movement is exceeded (sufficiently high speed and force from the brake pedal are
required), the movement of the valve piston (6) moves the ball bearings (12) radially inwards over the ball
socket (11) ramp. The locking sleeve (13), which is pressed by the spring (14), can therefore move to the right
(in the illustration). The ball bearings are now locked and the EBA function is activated.
Full braking position without physical effect (EBA function activated)

Fig. 116: Identifying Full Braking Position Without Physical Effect (EBA Function Activated)
When the EBA function is activated (the ball bearings locked and the connecting device in activated position),
the reaction disc (2) force is transferred to the bearing race (8) and the guide housing (3) via the ball socket (11)
and the ball bearings (12). The driver can now increase the brake pressure to fully depressed brake pedal (full
pedal deflection) with no physical effort.
Release position mechanical brake assistance (EBA)

Fig. 117: Identifying Release Position Mechanical Brake Assistance (EBA

To reduce the brake pressure, the connecting device remains in activated position. The driver controls the
reduction of the pressure via the pedal movement. In the same way as with a servo cylinder without brake
assistance, this is achieved by closing the valve for atmospheric pressure and simultaneously opening the
vacuum valve. Immediately before the resting position is achieved, the locking sleeve (13) comes into contact
with the mounting bracket (16). The locking sleeve is then pressed back (to the left in the illustration) to its
original position. The ball bearings are released and the connecting device is in passive mode once more. The
EBA function is no longer activated. The locking sleeve (13) returns to its original position and the brake
assistance function is terminated.
OVERVIEW
Fig. 118: Identifying Brake Control System Mark 60

Brake control system Mark 60
The brake control system Mark 60 with brake control module (BCM) is an electronic control system. The
steering capacity is retained and as much of the braking power as possible is transferred to the road surface.
The brake control system contains:
 Anti-locking brake control system (ABS)

 Electronic brake force distribution (EBD).
Factory installed options:
 Stability and traction control system (STC)

 Dynamic stability and traction control system (DSTC).
 Stability and traction control system for AWD (TRACS)
Brake system
The vehicle has two brake systems that are independent of each other:
 The foot brake is controlled using a brake pedal and acts on all four wheels through a hydraulic system
 The parking brake is controlled with a lever and acts mechanically on the two rear wheels.
The foot brake is a disc brake.
The servo cylinder is actuated directly by the brake pedal. It ensures that less pedal force is required when
braking with the aid of vacuum from the vacuum pump and the intake manifold for the engine.
Mechanical brake assistance (EBA)
Mechanical brake assistance (EBA) is integrated in the servo cylinder.
This function can shorten the braking distance considerably, as it is activated when the brake pedal is depressed
quickly and firmly.
When braking, pressure is generated in the brake system so that the braking capacity of the vehicle can be fully
utilized.
CENTRAL ELECTRONIC MODULE (CEM) (2006-2012)

DESIGN
CURRENT LIMITING
The central electronic module (CEM) checks and sometimes limits the current from the battery and generator.
The central electronic module (CEM) can prioritize between different loads in the prevailing conditions.
If there is a fault with current limitation, the general warning lamp will light in the driver information module
(DIM) and a text message will be displayed.
SECONDARY BATTERY (2010-, ONLY ON VEHICLES WITH THE FUNCTION AUTOMATIC START/STOP OF
ENGINE).
Fig. 119: Identifying Secondary Battery (2010- Only On Vehicles With The Function Automatic
Start/Stop Of Engine)
The secondary battery is used in the function automatic start/stop of engine.
The secondary battery is only connected to the vehicle's electrical system when the engine is restarted after
autostop and when the secondary battery needs to be charged. Connecting the secondary battery to the vehicle's
electrical system is controlled by Engine control module (ECM) via a relay.
Central electronic module (CEM) is monitors the secondary battery's voltage and controls the secondary
battery's charging.
When the secondary battery needs charging the Central electronic module (CEM) sends a request to Engine
control module (ECM) to connect the secondary battery to the vehicle's electrical system. When the alternator is
charging and secondary battery is connected, the battery is charged.
NOTE: When restarting the engine, it is only Engine control module (ECM) that controls
connection of the secondary battery.
When the engine is on (alternator charging) and the secondary battery is connected to the vehicle's electrical
system, the secondary battery's voltage will be the same as the rest of the electrical system's voltage. If the
secondary battery is disconnected, the voltage will be lower.
The secondary battery's voltage can be diagnosed.
THE BATTERY MONITOR SENSOR (BMS) (ONLY VEHICLES WITH THE FUNCTION FOR BRAKE ENERGY
REGENERATION 201020-)
Fig. 120: Identifying Battery Monitor Sensor (BMS) (Only Vehicles With Function For Brake Energy
Regeneration 201020-)
NOTE: From structure week 201020- the battery monitoring sensor (BMS) is LIN-
connected to Central electronic module (CEM) instead of to Engine control
module (ECM) as before. (For D4164T the battery monitoring sensor is still
connected to Engine control module (ECM).)
The battery monitoring module is fitted on the battery's negative terminal and its main function is to monitor
battery status.
HEADLAMPS
Fig. 121: Identifying Headlamps

WARNING: The ballast, which is located in the wheel arch liner, and the wiring for the
Bi-Xenon lamps are high voltage.
For S40/V50 (200720-), C30/C70 (200946-), the ballast is integrated in the

headlight.
The headlamps are operated via the light switch module (LSM). This is on the dashboard at the side of the
steering wheel. The light switch module (LSM) is directly connected to the central electronic module (CEM).
Low and high beam are operated by moving the left-hand control stalk towards the steering wheel.
Low beam is powered directly by the central electronic module (CEM). High beam is powered via a directly
connected relay on the central electronic module (CEM). The level of the supply voltage to the low beam is
regulated by the central electronic module (CEM). When the supply voltage is sufficient (in excess of 13 V),
pulse width modulation is used to maintain the voltage level at 13.0 V +/- 0.2 V. This does not apply to cars
with Bi-Xenon lamps.
Cars with Bi-Xenon lamps are powered directly via the central electronic module (CEM) without pulse width
modulation.
For S40/V50 (200720-), C30/C70 (200946-), the ballast is integrated in the

headlight.
In Bi-Xenon lamps, the reflector in the lamp housing is moved by an actuator motor when changing between
high and low beam. The actuator motor is integrated in the lamp housing.
To detect problems with the low beam, the central electronic module (CEM) reads the power consumption of
the circuit. If this falls below a certain threshold value a fault will be indicated. The general warning lamp lights
in the driver information module (DIM) and a text message is displayed.
There are diagnostics for the high beam relay.
There are also diagnostics for the high and low beam function (actuator motor) for Bi-Xenon lamps.
Right and left-hand asymmetric lamps
The right and left-hand asymmetric lamps are adjusted mechanically using a simple operation. A lever is
accessible when the rear cover on the headlamp housing is opened.
Halogen
Fig. 122: Identifying Halogen Headlamps

A = left-hand asymmetric
B = right-hand asymmetric
Bi-Xenon
Fig. 123: Identifying Bi-Xenon Headlamps

A = left-hand asymmetric
B = right-hand asymmetric
HEADLAMP RANGE ADJUSTMENT

Fig. 124: Identifying Headlamp Range Adjustment

There are two motors which angle the headlamps upwards or downwards to control the range of the beam. The
motors are integrated in the headlamps.
The motors are controlled by a thumb wheel which is located in the light switch module (LSM) on the
dashboard by the side of the steering wheel.
If the thumb wheel is turned, information is transmitted to the motors which adjust the headlamps accordingly.
PARKING LIGHTS / NUMBER PLATE LIGHTING

Fig. 125: Identifying Parking Lights / Number Plate Lighting

There are a number of lamps positioned around the car to mark its position. These are in the headlamps, tail
lamps and on the front fenders (US model). The lamps light together with the number plate lighting when the
light switch module (LSM) is in parking lamp mode or low beam is on.
The lamps are powered directly via two outputs on the central electronic module (CEM). One of the outputs
powers:
 the front left-hand parking lamp

 the left-hand parking lamps
 the license plate lighting
 the rear right-hand parking lamp.
The other output powers:
 the front right-hand parking lamp

 the right-hand side parking lamps
 the rear left-hand parking lamp.
There are diagnostics for the light switch module (LSM) and the lamps.
FRONT FOG LAMPS
Fig. 126: Identifying Front Fog Lamps

If the car is equipped with front fog lights, these are in the bumper casing below the headlights.
The fog lamps are operated via a button in the light switch module (LSM). An LED in the button lights when
the fog lamps are activated. The light switch module (LSM) is directly connected to the central electronic
module (CEM). The lamps are powered via a directly connected relay on the central electronic module (CEM).
There are diagnostics for the fog lamp relay (front).
DAYTIME RUNNING LIGHTS (FROM STRUCTURE WEEK 201044, OPTION)

Fig. 127: Identifying Front Fog Lamps

If the vehicle is equipped with daytime running lights, these are located in the bumper casing below the
headlights where the front fog lights otherwise would be installed.
Light switch module (LSM) is directly connected to Central electronic module (CEM). The lights are supplied
with voltage via a directly connected relay from Central electronic module (CEM), the same relay that normally
supplies voltage to the front fog lights.
The relay for daytime running lights/front fog lights can be diagnosed.
REAR FOG LAMP

Fig. 128: Identifying Rear Fog Lamps

The rear fog lamp are in the tail lamps. The fog lamps are operated via a button in the light switch module
(LSM). An LED in the button lights when the fog lamps are activated. The rear fog lamp can only be activated
when low beam is on (market dependent). The light switch module (LSM) is directly connected to the central
electronic module (CEM). The lamps are powered directly via an output on the central electronic module
(CEM).
When reactivating key position II, the function is set to de-activated mode.
To detect faults in the rear fog lamps, the central electronic module (CEM) reads the power consumption of the
circuit. If the power consumption falls below a certain limit, a fault is indicated and a text message is displayed
in the driver information module.
There are diagnostics for the rear fog lamps.
BACK-UP LAMP

There are two back-up (reversing) lamps. These are in the tail lamps. The back-up (reversing) lamp lights when
back-up (reverse) gear is selected. The back-up (reversing) lamps are connected to the central electronic module
(CEM) via a directly connected relay. The lamps are powered via the relay.
Cars with manual transmissions
Cars with manual transmissions have a back-up (reverse) switch on the transmission. The switch closes and
transmits a directly connected signal to the central electronic module (CEM) when back-up (reverse) gear is
selected.
Cars with automatic transmissions
In cars with automatic transmissions, a signal is transmitted from the transmission control module (TCM) on the
controller area network (CAN) to the central electronic module (CEM) indicating that back-up (reverse) gear is
selected.
There are diagnostics for the back-up (reversing) lamp relay.

BRAKE LIGHT

The stop lamps are in the tail lamps. The lamps light when the stop lamp switch on the brake pedal is closed.
The stop lamp switch is connected to the central electronic module (CEM). The lamps are powered directly via
an output on the central electronic module (CEM).
The stop lamps function even when the ignition is not on. When the ignition is not on, the central electronic
module (CEM) is still powered. However the module is in a current saving mode. If the stop lamp switch is
activated, the central electronic module (CEM) will also be activated and the stop lamps will come on.
To detect faults in the stop lamps, the central electronic module (CEM) reads the power consumption of the
lamp circuit. If the power consumption falls below a certain limit, a fault is indicated and a text message is
displayed in the driver information module.
HIGH LEVEL STOP LAMP

Fig. 131: Identifying High Level Stop Lamp

There is a high level stop lamp at the top of the rear windshield. This lamp lights during braking together with
the standard stop lamps. It is activated when the switch on the brake pedal is closed.
The high level stop lamp is powered directly from the central electronic module (CEM). The lamp consists of a
number of LEDs.
There are diagnostics for the high level stop lamp.
TURN SIGNAL LAMPS / HAZARD WARNING SIGNAL FLASHERS

Fig. 132: Identifying Turn Signal Lamps / Hazard Warning Signal Flashers
There are six lamps around the car to indicate direction changes. These are in the headlamps, tail lamps and in
the door mirrors.
The turn signal lamps are operated using the left-hand control stalk.
To cancel the hazard warning signal flashers, where all the turn signal lights flash, press in the button for the
hazard warning signal flasher. This is positioned in the middle of the dashboard by the center air vents.
The front and rear lamps are powered directly from the central electronic module (CEM). The lamps in the door
mirrors are powered directly from the control module in each door, the driver door module (DDM) or the
passenger door module (PCM).
A signal is also sent to the bulb in the hazard warning signal flasher switch when this function is activated.
The central electronic module (CEM) monitors the power consumption on each side to check for bulb faults. If
the power consumption falls below a certain threshold value, a fault is indicated and the frequency of the signal
to the bulbs is doubled on the side of the blown lamp.
There are diagnostics for the front and rear turn signal lamps.
WIPER/WASHERS FOR THE WINDSHIELD/REAR WINDOW/ HEADLIGHTS
Fig. 133: Identifying Wiper/Washers For The Windshield/Rear Window/ Headlights

NOTE: Rear window wiper and washer are only available on C30 and V50.
The windshield wipers are powered by a motor positioned under the cowl. There are also washer nozzles on the
hood and bumper cover for cleaning the windshield and headlamps. For cars with five doors, there is also a
wiper and washer nozzle for the rear windshield. The washer nozzles are connected to two different pump
motors on the windshield washer reservoir at the front right of the engine compartment. One pump motor is for
high-pressure cleaning of the headlamps. The other pump is for washing the front and rear windshields (5 door).
The windshield wipers are operated using the right-hand control stalk. There are three positions:
 intermittent
 low speed
 high speed.
The time between strokes for intermittent wiping is adjusted using a ring on the control stalk.
Pull the control stalk towards the steering wheel to clean the windshield. The washers for the headlamps are
activated simultaneously.
The washers for the headlamps are activated in two short intervals. Then the washer for the windshield must be
activated 5 times before a further two short headlamp washes take place. Alternatively the interval is 10
minutes. The headlamp washers are not activated if the level in the windshield washer reservoir is below 0.7
liters.
Push the control stalk away from the steering wheel to clean the rear windshield. There is a button at the end of
the control stalk to control the rear wiper.
Information about the position of the control stalk is transmitted to the central electronic module (CEM) on the
controller area network (CAN). The central electronic module (CEM) also receives a signal from the wiper
motor if the wipers are in the park position.
The central electronic module (CEM) also monitors the windshield washer reservoir level via a level sensor in
the reservoir. The switch in the level sensor closes if the level falls below 0.7 liters. A text message indicating
that the windshield washer fluid needs to be topped up then lights in the driver information module (DIM).
The wiper motor module (WMM) is powered directly via a 30-supply.
The washer motor for the front and rear windshields is powered via directly connected relays which are on the
central electronic module (CEM). The headlamp washers are supplied via a relay in the combined relay and
fusebox in the engine compartment.
There are diagnostics for the wiper motor module (WMM) and the relays for the washer pump motors.
COURTESY LIGHTING/GLOVE COMPARTMENT LIGHTING

Fig. 134: Identifying Courtesy Lighting/Glove Compartment Lighting

There are various lamps inside the passenger compartment, such as the courtesy lighting and glove
compartment lighting for example.
The lamps for courtesy lighting are in the soundproofing panel on the driver and passenger sides. The lamp for
the glove compartment is at the top of the glove compartment.
INTERIOR ROOF LIGHTING

Fig. 135: Identifying Interior Roof Lighting

Inside there are a number of lamps with different purposes. There are up to four lamps which light when the
general lighting is on.
Two of the reading lamps, (front left and front right) are in a unit in the roof immediately above the rear view
mirror. The two rear reading lamps (option, market dependent) are in the roof above the rear seat.
The lighting time from when the door is unlocked or closed or from when the engine is switched off is 30
seconds.
The lighting time from the door being left open or from a lamp being activated with a button until the interior
lighting goes out is 5 minutes.
For the inner roof lighting to work, the relay for interior lighting must be activated. The central electronic
module (CEM) activates the relay via an output.
There are diagnostics for the relay for interior lighting.
CARGO COMPARTMENT LIGHTING

Fig. 136: Identifying Cargo Compartment Lighting

There is a lamp for cargo compartment lighting in the cargo compartment.
The lamp is located in the cargo compartment panel's roof (S40/C70), respectively in the cargo compartment's
ceiling (C30/V50).
For the cargo compartment lighting to work, the relay for interior lighting must be activated.
There are diagnostics for the relay for interior lighting.
SUN ROOF
Fig. 137: Identifying Sun Roof

The sun roof is operated using a switch in the same unit in the roof as for the front reading lamps. The sun roof
can be opened and closed as well as angled up slightly at the rear edge.
The sun roof is driven by a motor which is in the roof, in front of the sun roof. The position of the sun roof is
determined by two sensors.
The sun roof has a sun roof module (SRM). The sun roof module (SRM) communicates with the central
electronic module (CEM) using serial communication.
There are diagnostics for the sun roof.
LEDS IN DOORS FOR LOCK INDICATION

Fig. 138: Identifying LEDs In Doors For Lock Indication

Usually there are locking buttons in the doors, but the C70 does not have these. The vehicle is equipped with
LEDs instead that indicate whether the vehicle is locked or not. The LEDs light for approximately 5 minutes
after locking the vehicle. The LEDs are on each door and are directly connected to the Central electronic
module (CEM).
There are diagnostics for the LEDs.
TWILIGHT SENSOR (ECC ONLY)


The twilight sensor consists of a photo diode powered from the central electronic module (CEM). The
conductivity of the diode depends on the amount of light to which it is exposed.
The diode is under a diffusing lens which reduces the sensitivity of the photo diode to the angle of the light
hitting it. Increased light intensity reduces the voltage over the photo diode.
The control module measures the voltage across the photo diode and converts the voltage to information which
is then transmitted to other control modules via the controller area network (CAN).
The twilight sensor is located in the same holder as the sun sensor and alarm diode.
There are diagnostics for the twilight sensor.
SUN SENSOR (ELECTRONIC CLIMATE CONTROL ONLY)


The sun sensor consists of a photo diode powered from the central electronic module (CEM). The conductivity
of the diode depends on the amount of light to which it is exposed.
The diode is located under a diffusing lens which reduces the sensitivity of the photo diode to the angle of the
light hitting it. Increased sun intensity reduces the voltage over the photodiode.
The control module measures the voltage across the photo diode and converts the voltage to information which
is then transmitted to the climate control module (CCM) via the controller area network (CAN).
The sun sensor and its housing are located in the center of the dashboard at the windshield together with the
twilight sensor and alarm diode.
From and including structure week 200746, the sun sensor is replaced by twin sun sensors.
There are diagnostics for the sun sensor.
SIREN
Fig. 141: Identifying Siren Control Module (SCM)

Information from the siren control module (SCM) to the central electronic module (CEM) contains
configuration and status data. This information is transmitted using serial communication.
When the alarm is activated, the siren control module (SCM) transmits continuous status signals to the central
The siren has a battery and a built in battery charger so that it is independent of the power supply in the car. The
battery charger maintains battery voltage in the integrated battery. When the alarm is activated, the power to the
siren and the serial communication between the siren control module (SCM) and the central electronic module
(CEM) is monitored. If the power supply for the car to the siren is broken, or the communication between the
central electronic module (CEM) and siren control module fails, the siren starts to sound. The battery and
battery charger in the siren cannot be replaced separately. The entire siren must be replaced in the event of a
fault.
The siren is below the plenum chamber on the passenger side. After replacement, a new siren control module
(SCM) must be configured. This is done using VIDA (Volvo scan tool).
There are diagnostics for the siren.

MASS MOVEMENT SENSOR MODULE (MMS)
Fig. 142: Identifying Mass Movement Sensor Module (MMS)

The mass movement sensor module (MMS) detects movements inside the passenger compartment using high
frequency radio waves of 2.45 GHz. The Doppler effect principle is used to determine whether the frequency of
the received microwave is different from the transmitted microwave. If the frequency has changed, this is
interpreted as a movement in the vehicle. If a movement is detected, a trigger signal is transmitted to the central
electronic module (CEM) which activates the alarm.
The mass movement sensor (MMS) is in the headlining in the center of the vehicle. This ensures optimum
coverage of the interior of the vehicle. There are two sensors in five door cars. One is positioned in the center of
the roof and the other in the roof above the cargo compartment.
There are diagnostics for the mass movement sensor module (MMS).
RAIN SENSOR MODULE (RSM)

Fig. 143: Identifying Rain Sensor Module (RSM)

The rain sensor module (RSM) uses optical measurement to detect water on the windshield. An infrared beam
of a fixed intensity lights part of the windshield. The intensity of the reflected beam is measured and compared
to the intensity of the transmitted beam. If there is water on the surface of the windshield, the beam will be
distorted and some of its intensity lost. If the beam is not fully reflected, this is interpreted as water on the
windshield and the windshield wipers start.
The rain sensor module (RSM) transmits signals to the central electronic module (CEM) using serial
communication. The signals contain information about:
 how much rain is hitting the windshield

 a sudden splash on the windshield
 the outside light conditions.
The central electronic module (CEM) requests a certain windshield wiper speed based on this information.
The rain sensor module (RSM) is in front of the rear view mirror on the inside of the windshield. Cars with rain
sensor modules (RSM) have a special windshield.
There are diagnostics for the rain sensor module (RSM).
HUMIDITY SENSOR (OPTION, ONLY ECC 2008-)
Fig. 144: Identifying Humidity Sensor (Option, Only ECC 2008-)

The task of the humidity sensor (HUS) is to transmit information about the passenger compartment's humidity
to the Climate control module (CCM).
The sensor is part of the optional system for air quality together with the Air quality sensor (AQS) and a particle
filter.
The humidity sensor is via serial communication to the Central electronic module (CEM), which transmits the
information to the Climate control module (CCM) on the CAN network.
All information processing then occurs in the Climate control module (CCM).
The sensor is in the holder for the rear view mirror and is powered and diagnosed by the Central electronic
module (CEM).
HORN
Fig. 145: Identifying Horn

There are two horns in front of the radiator. There are four switches in the steering wheel. The horn is activated
when one of these is closed.
The signal continues for as long as the switch is closed.
The horn is also activated when the panic alarm button on the remote control is pressed (certain markets).
The power supply to the horns is via a relay in the relay box in the engine compartment.
There are diagnostics for the relay for the horn.
REAR DEMIST
Fig. 146: Identifying Rear Demist

There are heating loops in the glass for demisting and to prevent ice from forming. The loops heat up when they
are supplied with power. The power supply is via a relay in the central electronic module (CEM).
Rear demist is controlled using a switch on the right-hand side of the climate control module (CCM).
Press the button again to switch off the function. Demisting is switched off automatically after the maximum
time of 12 minutes.
By starting the rear demist, together with other actions, the vehicle's alternator is loaded and the engine coolant
temperature rises.
There are diagnostics for the relay and switch.
CLUTCH PEDAL SENSOR (5-CYLINDER)

Fig. 147: Identifying Clutch Pedal Sensor (5 Cylinder Gasoline Engines)

Cars with 5-cylinder gasoline engines have a position sensor for the clutch pedal. The sensor is affected when
the clutch pedal is pressed. The sensor then sends a signal (voltage level) which is proportional to the degree to
which the clutch pedal has been pressed.
The position sensor is directly connected to the central electronic module (CEM). The control module receives
and processes the signal. The information is used in difference ways depending on the equipment level of the
car.
The signal is used as part of the conditions for the immobilizer.
POWER WINDOWS
All side windows are operated by motors in the doors. The switches for operating the windows are in each door
panel. All windows can be operated from the control panel in the driver's door.
For greater comfort, all windows including the sun roof can be opened. This is done by holding in the unlock
button on the remote control for 1.5 seconds. In the same way, all windows including the sun roof can be closed
at the same time. This is done by holding in the lock button on the remote control for 1.5 seconds.
This function can also be activated from inside the passenger compartment. If the lock or unlock button is held
in on either of the front door panels the same function will be obtained.
FUEL PUMP
Fig. 148: Identifying Fuel Pump

The fuel pump (FP) is located on the inside of the fuel tank on the right-hand side. The pump is checked by the
fuel pump control module. The central electronic module (CEM) controls a relay which powers the fuel pump
control unit. The relay is directly connected to the central electronic module (CEM).
The central electronic module (CEM) uses the controller area network (CAN) to communicate with the engine
control module (ECM) to control the fuel pump (FP). There is also a directly connected cable between the
engine control module (ECM) and the fuel pump control module. This is used to transmit a pulsed signal to
operate the fuel pump (FP).
The central electronic module (CEM) also communicates with the supplemental restraint system (SRS) module
via the controller area network (CAN). In the event of a collision, the supplemental restraint system module
(SRS) transmits data and the central electronic module (CEM) shuts off the power supply to the fuel pump (FP).
There are diagnostics for the input signal from the engine control module (ECM) and the relay for the power
supply to the fuel pump control module.
FUEL LEVEL
Fig. 149: Identifying Fuel Level

The fuel level in the tank is measured by a sensor. The sensor is on the pump side of the fuel tank. The sensor is
directly connected to the central electronic module (CEM) on the same side as the DC/AC converter (only
applies to B4184S8).
There are different tables for different fuel tank sizes. The tables are stored in the central electronic module
(CEM) and indicate which sensor values correspond to the remaining fuel in the tank. The central electronic
module (CEM) determines which tank is in the car by reading a parameter.
The resistance of the sensor increases as the fuel volume in the tank decreases. The signal from the sensor is
compared with the values in the fuel tank table to obtain a value for the remaining fuel volume. This data is
displayed by the fuel gauge in the driver information module (DIM).
If the fuel level sensor is faulty, the fuel gauge will show 0.
There are diagnostics for the fuel level sensor. In the event of a fault on the DC/AC converter (only applies to
B4184S8) any fuel level measurement functions are affected.
THE DC/AC CONVERTER FUEL TANK (ONLY B4184S8)

Fig. 150: Identifying DC/AC Converter Fuel Tank (Only B4184S8)

The DC/AC converter functions as a corrosion preventative by producing alternating current on the inside of the
fuel tank. The converter is directly connected to the Central electronic module (CEM) on the same terminal as
the fuel level gauge. The converter is located on the left-hand side under the rear of the seat cushion.
There are diagnostics for the DC/AC converter. In the event of a fault with the fuel level gauge, the converter
function will be affected.
ELECTRICAL ADDITIONAL HEATER (CERTAIN MARKETS)

Fig. 151: Identifying Electrical Additional Heater (Certain Markets)

This comprises a heater element with ceramic resistors located in the heater housing. The air that flows into the
passenger compartment is heated directly.
BATTERY TEMPERATURE SENSOR (REPLACED BY SOFTWARE STARTING FROM STRUCTURE WEEK

200605)
Fig. 152: Identifying Battery Temperature Sensor (Replaced By Software Starting From Structure Week
200605)
The battery temperature sensor checks the temperature of the battery. To charge the battery optimally the central
electronic module (CEM) calculates the output voltage from the generator (GEN) using the temperature of the
battery.
The sensor is a negative temperature coefficient (NTC) type which is supplied with power from the control
module (signal) and is grounded in the control module.
The resistance of the sensor changes with the temperature of the battery. This alters the signal to the central
electronic module (CEM). At:
 +20 °C the resistance is approximately 3.5 kohms

 0 °C the resistance is approximately 9.4 kohms
 -20 °C the resistance is approximately 28.6 kohms.
The lower the temperature the higher the resistance (high voltage). A high temperature results in low resistance
(low voltage).
The battery temperature sensor is in the bottom of the battery box. The sensor is directly connected to the
central electronic module (CEM).
The central electronic module (CEM) has diagnostics for the battery temperature sensor. The temperature can
be read off using VIDA (Volvo scan tool).
From structure week 200605, the battery temperature sensor has been replaced by software. Battery temperature
is then calculated from four input signals: outside temperature, engine temperature, vehicle speed and power
supply status. The function is diagnosed by the central electronic module (CEM). Temperature can be read off
using VIDA (Volvo scan tool).
If the central electronic module (CEM) detects a fault in the sensor or the calculation function, a substitute value
of +55 °C is used. This generates a fixed generator output voltage of 13.5 V.
TIRE PRESSURE MONITORING SYSTEM (TPMS)
Fig. 153: Identifying Tire Pressure Monitoring System (TPMS)

The purpose of the tire pressure monitoring system, TPMS, is to enable the driver to have optimum tire pressure
by giving a warning when the pressure in any of the tires becomes too low. Correct tire pressure is important
for:
 achieving good fuel economy

 achieving optimum comfort and good driving characteristics
 preventing flat tires due to too low tire pressure.
The function is integrated in the central electronic module (CEM). Sensors are installed together with the air
valve on each wheel to measure the air pressure in the tires.
NOTE: The system must be regarded as a driver aid to maintain the correct tire
pressure. The system must NOT be regarded as a warning system that indicates
that there is a serious problem with the vehicle. No tire is completely sealed -
there is always slight leakage as the tire can never be completely sealed to the
rim. When inflating the tire with air, you must, as much as possible, ensure that
the tires are at same temperature as the outside temperature. Furthermore,
"Comfort pressure" should not be applied as this gives a tire pressure that is
too close to the parameter for the monitoring system, which means that even
small changes in temperature or load can cause the pressure in the tires to be
too low for the system to consider acceptable. When inflating with air, the tires
must be filled to the pressure stated on the decal located on the car body. The
pressure is calculated with regard to fuel economy, comfort and safety.
Therefore, these pressures MUST be followed. If the decal is missing or
damaged, a new one must be ordered and applied. This is especially important
on vehicles with TPMS.
TIRE PRESSURE SENSOR

Fig. 154: Identifying Tire Pressure Sensor

The tire pressure sensors are installed together with the air valve on the rim. The sensor consists of a pressure
sensor, a communication circuit, an acceleration sensor and a battery.
NOTE: Special procedures are required for removing the tire from the rim depending
on vehicle model and tire type. This is to prevent damaging the sensor.
A diagnostic trouble code (DTC) is stored if the control module detects a fault. The control module can store up
to 32 diagnostic trouble codes (DTCs). A fault which is detected in the most recent operating cycle is defined as
permanent. Other faults which are detected are defined as intermittent.

memory.

 software P/N
For further information, see: DESCRIPTION OF FROZEN VALUES, CENTRAL ELECTRONIC

MODULE (CEM)
READING OFF THE PARAMETER VALUES
Using this function, the status or value of parameters can be read off. The status/value is presented digitally.
This function can be used to activate components and functions which affect the outputs of the central
READING OFF AND PROGRAMMING DATA
This function allows programmed data to be read off or data such as customer parameters to be programmed in.
For further information, see: DESCRIPTION OF VEHICLE CONFIGURATION
NOTE: If possible, all data must be read out from the control module before
replacement. After replacement the relevant data must be programmed into the
new control module. The data must be read off before the control module is
replaced. This is so that the same information can be programmed in to the new
control module.
PROGRAMMING KEYS
Add or Remove key
This function is used to add a new key or remove a non-functioning or lost key.
DESCRIPTION OF VEHICLE CONFIGURATION
VEHICLE CONFIGURATION FB
The information which is read off identifies the car configuration. Certain parameters configure the software in
the control modules while other parameters only provide information about the car equipment.
VIN
The number indicates the identity of the car.
TYPE (PNR-3)
The number indicates the code for the model:
184 = S80
275 = XC90
285 = V70
295 = V70XC
384 = S60
544 = S40
CHASSIS
The number indicates the chassis number of the car.
FACTORY CODE
Indicates the factory in which the car was manufactured:
Volvo Torslanda
Volvo Gent
Volvo Thailand
Volvo Born
KDO
Autonova
STRUCTURE WEEK
Indicates the modifications for this particular car.
VEHICLE CONFIGURATION FC
The parameters under this title provide information about the equipment in the car.
DESCRIPTION OF FROZEN VALUES, CENTRAL ELECTRONIC MODULE (CEM)
EXPLANATION
was stored.
DISTANCE, VALUE
(DTC) was stored.
TIME, VALUE
New software can be downloaded into the central electronic module (CEM). When ordering software, the
hardware and the software in the car is compared to the information in the Volvo central database. If the
comparison is OK the software is downloaded to the control module. The PINs for the existing remote controls
are downloaded at the same time.
When installing a completely new central electronic module (CEM) in the vehicle, the PIN codes are
downloaded into the control module (when downloading software) for the following:
 central electronic module (CEM)

 immobilizer
 transponder (key).
The PIN codes are downloaded automatically in the order procedure available in VIDA (Volvo scan tool). The
PIN codes are retrieved from the Volvo central database and are sent in the software package when software is
ordered for the new control module.
The central electronic module (CEM) is below the glove compartment on the passenger side. The entire control
module is removed from the car during replacement.
Because of the unique PIN codes, the central electronic module (CEM) cannot be moved between cars.
Five customer parameters (six for 5 door cars) can be programmed into the central electronic module (CEM).
These customer parameters are stored in the control module but not in the Volvo central database. This means
that the customer parameters must be reprogrammed when hardware is replaced.
The customer parameters which can be programmed are:
 Approach lights . The approach lights can be programmed to stay on for a longer or shorter time
according to the wishes of the customer. The factory setting is 30 seconds. The time can be set to 0, 30,
60 or 90 seconds
1. The tailgate wiper can only be activated manually
2. The tailgate wiper can be activated automatically when back-up (reverse) gear is selected and the
front wipers are activated.
 Security lighting The security lighting can be programmed to stay on for a longer or shorter time
according to the wishes of the customer. The factory setting is 30 seconds. The time can be set to 0, 30,
60 or 90 seconds
 Automatic locking . If this function is activated, the side doors lock when the speed exceeds 7 km/h (5
mph). Selectable values: On / off
 Locking indication via the turn signal lamps . If this function is activated, the turn signal lamps flash
when the car is locked and unlocked. Selectable values: On / Off
For cars with Bi-Xenon lamps, the position sensors for headlamp range adjustment must be calibrated if the
central electronic module (CEM) (-2007) is replaced. This is carried out using VIDA (Volvo scan tool) via the
vehicle communication socket.
FUNCTION
CURRENT LIMITING
Fig. 155: Identifying Current Limiting

Central electronic module (CEM) (4/56) communicates with the engine control module (ECM) (4/46) on the
controller area network (CAN) The engine control module (ECM) communicates with alternator control module
(ACM) (4/98). In this way the central electronic module (CEM) receives information about how much current
the generator produces and how much current can be used for the various loads in the vehicle.
Under certain conditions the generator cannot produce enough current for those loads which are connected. The
central electronic module (CEM) communicate with the with climate control module (CCM) (3/112) which then
completely or partially switches off the following loads.
 electrical additional heater

 rear demist
 electrically heated seats
 heated door mirrors.
The central electronic module (CEM) also transmits a request via the Control area network (CAN) to the engine
control module (ECM) to increase the engine idle speed.
which can be activated when the engine is not running. For example the infotainment system. The central
electronic module (CEM) continuously monitors the voltage level of the battery. When the voltage level is too
low the central electronic module (CEM) transmits information to the infotainment control module (ICM)
(16/1) which then shuts off the infotainment system. In the event of a fault, the central electronic module (CEM)
transmits data via the Control area network (CAN) to the driver information module (DIM) (5/1) which displays
a text message to the user.
If the infotainment system used in key position II, when the engine is not running, the information is sent to the
driver information module (DIM). A message is displayed if the infotainment system is switched off for 2
minutes.
CHARGE VOLTAGE
Fig. 156: Identifying Charge Voltage

To charge the battery optimally the central electronic module (CEM) calculates the output voltage from the
generator (GEN) using the temperature of the battery. The alternator control module (ACM) controls the output
voltage, depending on the control from the central electronic module (CEM). See the illustration above. In some
driving conditions for example, the engine control module (ECM) is able to affect generator (GEN) control,
whereby the output voltage will deviate from the above.
HEADLAMPS
Fig. 157: Identifying Headlamps

Depending on the position of the knob in the light switch module (LSM) (3/111), the module transmits a request
to the central electronic module (CEM) to switch on low beam. Central electronic module (CEM) (4/56)
supplies power to the low beam directly via an output.
The level of the supply voltage to the low beam is controlled using pulse width modulation of the central
electronic module (CEM). This means that the average value of the voltage level to the low beam does not
exceed 13.2 V, despite the fact that the supply voltage may be higher.
To change to high beam, the left-hand control stalk (3/133) is pulled towards the steering wheel. The control
area network (CAN) signal from the steering wheel module (SWM) (3/254) is transmitted to the central
electronic module (CEM) which activates the high beam relay (2/63) and supplies power to the high beam. For
Bi-Xenon lamps, the position of the reflector is also changed so that the Xenon lamp is on at high beam.
The central electronic module (CEM) also transmits a CAN signal to the driver information module (DIM) (5/1)
to light the indicator lamp for high beam.
There is a Limp Home function which ensures that low beam still works if there is a fault in the control area
network (CAN). For Bi-Xenon lamps the beam is then set to the shortest range.
PARKING LIGHTS / NUMBER PLATE LIGHTING
Fig. 158: Identifying Parking Lights / Number Plate Lighting

The parking lamps (10/11-12, 10/44-45 and 10/51-52) and license plate lighting (10/3) lights when:
 the knob in the light switch module (LSM) (3/111) is in the low beam position
 the knob in the light switch module (LSM) is in the parking lamp position
 low beam is lit via the low beam automatic function (market dependent).
The central electronic module (CEM) (4/56) receives information from the light switch module (LSM) which is
directly connected to activate the lamps.
The lamps are powered directly via two outputs on the central electronic module (CEM).
The license plate lighting, front parking lamp on the left-hand side and the rear parking lamp on the right hand
side are supplied with power from one output. The front parking lamp on the right-hand side and the rear
parking lamp on the left hand side are supplied with power from the other output in the Central Electronic
Module (CEM).
To detect problems with the lamp faults, the central electronic module (CEM) reads the power consumption of
each output.
The parking lamps have a limp Home function and will work even if there is a fault in the control area network
(CAN) or an open-circuit in the serial communication between the light switch module (LSM) and the central
electronic module (CEM). The parking lamps will function when the ignition key is in position II.
HEADLAMP RANGE ADJUSTMENT
Fig. 159: Identifying Headlamp Range Adjustment

Headlamp range adjustment is controlled by the light switch module (LSM) (3/111) which is directly connected
to the actuator motors.
If the thumb wheel in the lamp switch module is turned, information about the position of the wheel is
transmitted to the actuator motors. The actuator motors change the angle of the reflectors in the headlamps. The
headlamp range can be adjusted in 16 stages.
FRONT FOG LAMPS (CERTAIN LAMPS)

Fig. 160: Identifying Front Fog Lamps (Certain Lamps)

The front fog lamps (10/5-6) are activated by pressing the button for the front fog lamps in the light switch
module (LSM) (3/111). The light switch module (LSM) is directly connected to the central electronic module
(CEM) (4/56).
The power supply for the lamps is via a directly connected relay (2/34) on the central electronic module (CEM).
DAYTIME RUNNING LIGHTS (FROM STRUCTURE WEEK 201044, OPTION)

Fig. 161: Identifying Central Electronic Module (CEM) Communications

Daytime running lights (10/56-57) are activated via an extra "auto-position" in Light switch module (LSM)
(3/111). Daytime running lights can also, on certain markets, be activated via position 0 and P (parking lights).
When "auto-position" is selected in Light switch module (LSM) the Central electronic module (CEM) (4/56)
uses information from the vehicle's twilight sensor (7/12) for automatic switching between low beams and
daytime running lights. In case of missing or incorrect signal from the twilight sensor the low beams are used as
usual.
Daytime running lights are never active together with running lights. On vehicles equipped with ABL-lights,
there is a diode by the "auto-position". This diode pertains to the ABL-lights' function and not the daytime
running lights.
For certain markets, when Light switch module (LSM) is et in "position P", the daytime running lights are
deactivated automatically and the parking lights are turned when the automatic transmission's gear selector
changes to P- or N-position, or when the parking brake is activated.
The light switch module (LSM) is directly connected to the central electronic module (CEM). Power is supplied
to the daytime running lights, via a directly connected relay (2/152), from the central electronic module (CEM).
Fig. 162: Identifying Turn Signal Lamps / Hazard Warning Signal Flashers
This function is controlled by the left control stalk (3/133). The steering wheel module (SWM) (3/254) sends
signals via the control area network (CAN) to the central electronic module (CEM) (4/56) to activate the turn
signal lamps (10/13-14 and 10/47-54).
To activate the indicator for the turn signal lamp and to supply the turn signal lamp with voltage directly via one
output, the central electronic module (CEM) transmits information to:
 driver information module (DIM) (5/1)

 driver door module (DDM) (3/126)
 passenger door module (PCM) (3/127)
 trailer module (TRM).
The turn signal lamps in the door mirrors are supplied with voltage via the driver door module (DDM) or the
passenger door module (PCM).
If a trailer or similar is connected the symbol for a trailer in the driver information module (DIM) will be
activated in time with the indicator light for the turn signal lamp.
The power supply is pulsed and the turn signal lamps are activated 90 times per minute.
The hazard warning signal flasher is activated by closing the switch (3/6) and transmits a signal to the central
electronic module (CEM) to start the function. The central electronic module (CEM) transmits a signal in the
same way as when activating the turn signal lamp, but to both sides. The central electronic module (CEM) also
transmits a signal to the bulb in the switch to indicate that the hazard warning signal flashers are on.
If the ignition key is in position I or II, there is a clicking sound from the driver information module (DIM). If
the ignition is switched off, there is no sound, but the hazard warning signal flashers continue to flash.
If a fault occurs with a lamp, the central electronic module (CEM) detects the reduction in power consumption
and the frequency is doubled on the side where the fault occurred. The display in the driver information module
(DIM) will occur at twice the frequency.
HIGH LEVEL STOP LAMP
Fig. 163: Identifying High Level Stop Lamp & Components

When the stop lamp switch (3/9) is closed, a signal is transmitted to the central electronic module (CEM) (4/56).
The high mounted stop brake lamp (10/19) is supplied with power directly from the central electronic module
(CEM). The stop lamp is supplied with power for as long as the stop lamp switch is closed.
Fig. 164: Identifying Courtesy Lighting/Sun Visor/Glove Compartment Lighting

The interior roof lighting front (10/22) and rear (10/150) a total of four lamps is activated by the relevant
switch.
The inner roof lighting and courtesy lighting (10/97-102) is automatically activated when a door is opened,
when unlocking using the remote control or when activating the approach lighting.
In order for the automatic activation to function the light switch in the roof console must be in the auto position.
This only applies to roof lighting. The courtesy lighting is activated regardless of the position of the light
switch.
The interior roof lighting and the courtesy lighting is powered by the central electronic module (CEM) via the
relay for courtesy lighting (2/89). The interior roof lighting and the courtesy lighting can be dimmed when the
central electronic module (CEM) activates/ deactivates general lighting. This is because the return cable from
the interior roof lighting to the Central Electronic Module (CEM) can be controlled.
Courtesy lighting activated:
 when the request for courtesy and roof lighting is transmitted from the remote receiver to the central
electronic module (CEM) using serial communication
 when the remote control receiver has received a command to unlock from one of the remote controls
 when one of the doors is opened.
The lighting in the sun visors (10/114-115) and the lighting in the glove compartment (10/29) is powered by the
central electronic module (CEM) via the relay for courtesy lighting (2/89). The lighting in the sun visor is
activated when the cover for the vanity mirror is opened. The lighting in the glove compartment is activated
when the cover for the glove compartment is opened.
CARGO COMPARTMENT LIGHTING
Fig. 165: Identifying Cargo Compartment Lighting

The cargo compartment lighting is activated when the trunk lid is opened. When the trunk lid opens the switch
in the trunk lid lock unit (3/78) is activated.
The lighting (4 door 10/24, 5 door 10/25) is powered by the central electronic module (CEM) (4/56) via the
relay for courtesy lighting (2/89).
HORN
Fig. 166: Identifying Horn

The horn (16/10-11) is operated when the steering wheel module (SWM) (3/254) receives a signal from the
switches in the steering wheel. The steering wheel module (SWM) transmits information via a directly
connected cable to the central electronic module (CEM) (4/56) indicating that the switch is closed. The central
electronic module (CEM) activates the relay (2/17) for power supply to the horn.
FUEL PUMP
Fig. 167: Identifying Fuel Pump

The central electronic module (CEM) (4/56) receives a request from the engine control module (ECM) (4/46)
via the control area network (CAN) to start the fuel pump (FP). The central electronic module (CEM) then
activates the relay (2/23) which supplies the fuel pump unit (4/83) with power, which in turn powers the fuel
pump (FP) (6/33).
If the controller area network (CAN) does not function the relay for the power supply to the fuel pump control
module will not be activated.
In the event of a collision in which the airbags are deployed, a signal is transmitted from the supplemental
restraint system (SRS) module (4/9) via the control area network (CAN) to the central electronic module
(CEM). The central electronic module (CEM) deactivates the relay for the fuel pump unit.
WIPER/WASHERS FOR THE WINDSHIELD/REAR WINDOW/ HEADLIGHTS

Fig. 168: Identifying Wiper/Washers For Windshield /Rear Window/ Headlights

NOTE: Rear window wiper and washer are only available on C30 and V50.
The right-hand control stalk (3/134) is moved downwards through three positions to operate the windshield
wipers. The steering wheel module (SWM) (3/254) transmits information via the control area network (CAN) to
the central electronic module (CEM) (4/56) about the selected position. The central electronic module (CEM)
transmits the information on to the wiper motor module (WMM) (6/1) via serial communication.
For intermittent wiping, the process is the same as for low speed, but the time between each stroke is set using
the ring on the control stalk to one of eight positions between 1 and 27 seconds. The wiper motor module
(WMM) controls this once it has received information about intermittent wiping from the steering wheel
module (SWM). The information is transmitted from the steering wheel module (SWM) via the central
electronic module (CEM) on the controller area network (CAN).
The Wiper motor module (WMM) has an integrated function to protect the wiper motor from overheating and
unnecessary wear.
The load on the motor is monitored and in the event of too great a load or high motor temperature, the wiper
speed can be reduced gradually or temporarily switched off to protect the motor.
The wiper speed is reset automatically after the load or temperature has reached a safe level.
The windshield and headlamps are washed when the right-hand control stalk is moved towards the steering
wheel. The steering wheel module (SWM) transmits information to the central electronic module (CEM) via the
Control area network (CAN) to activate washing. The central electronic module (CEM) activates the relay
(2/182) for power supply to the pump motor (6/104) for the headlamps. When washing the windshield the
central electronic module (CEM) activates the relay (2/92) for power supply to the pump motor (6/2).
The central electronic module (CEM) receives a signal from the level sensor in the windshield washer reservoir
so that it can check the windshield washer reservoir level. The switch in the level sensor closes if the level falls
below 0.7 liters. The central electronic module (CEM) sends the signal to Driver information module (DIM)
(5/1) via the controller area network (CAN). The driver information module (DIM) displays a text message
indicating that the windshield washer fluid needs to be topped up. The symbol for low windshield washer
reservoir level lights.
The tailgate wiper can be programmed so that it is activated if the windshield wipers are on and back-up
(reverse) gear is selected.
Rear windshield cleaning is activated when the right-hand control stalk is pushed away from the steering wheel.
The steering wheel module (SWM) transmits information to the central electronic module (CEM) via the
Control area network (CAN) to activate rear windshield washing. The central electronic module (CEM)
activates relay (2/93) to power the pump motor (6/2). The central electronic module (CEM) activates the
tailgate wiper at the same time.
The wipers only operate at low speed if there is a fault in the control area network (CAN).
There is no Limp Home function for the rear windshield washer and wiper.
FUEL LEVEL
Fig. 169: Identifying Fuel Level

The fuel level is gauged by the fuel level sensor (7/130). The signal from the sensor is transmitted to the central
electronic module (CEM) (4/56). The central electronic module (CEM) calculates the remaining quantity of fuel
by comparing the signals with a tank table. Information about the quantity of fuel is transmitted via the Control
area network (CAN) to the driver information module (DIM) (5/1) where the fuel level is displayed on the fuel
gauge.
CORROSION INHIBITOR FUEL TANK (ONLY B4184S8)

Fig. 170: Identifying Corrosion Inhibitor Fuel Tank (Only B4184S8)

The Central electronic module (CEM) (4/56) inhibits ethanol corrosion in the fuel tank. This is controlled by a
DC/AC converter that is directly connected to the Central electronic module (CEM). The DC/AC converter
produces alternating current on the inside of the fuel tank, which inhibits corrosion.
REAR FOG LAMP

Fig. 171: Identifying Rear Fog Lamp

The rear fog lamps (10/46, 10/53) are activated by pressing the button for the rear fog lamps in the lamp switch
module (3/111). The light switch module (LSM) is directly connected to the central electronic module (CEM)
(4/56). The central electronic module (CEM) directly powers the lamps via an output.
The central electronic module (CEM) transmits information via the Controller area network (CAN) to the driver
information module (DIM) (5/1) to light the indicator lamp for the rear fog lamps. The central electronic
module (CEM) also lights an LED in the button on the light switch module (LSM) which indicates that the rear
fog lamps are activated.
The central electronic module (CEM) measures the power consumption on the output which powers the rear fog
lamps. In this way information about lamp status can be obtained. In the event of a fault, the central electronic
module (CEM) transmits information via the Control area network (CAN) to the driver information module
(DIM) which displays a text message.
BACK-UP LAMP
Fig. 172: Identifying Rear Fog Lamp

Manual transmissions
The back-up lamps (10/48, 10/55) are activated when back-up gear is selected. The switch (3/10) on the
transmission is then closed. A directly connected signal is transmitted to the central electronic module (CEM)
(4/56) indicating that back-up (reverse) gear is selected. The central electronic module (CEM) activates the
relay (2/80) and the back-up (reversing) lamps are supplied with power via the relay.
Automatic transmission
The back-up lamps (10/48, 10/55) are activated when back-up gear is selected. The transmission control module
(TCM) (4/28) transmits information via the Control area network (CAN) to the central electronic module
(CEM) (4/56) indicating that back-up (reverse) gear is selected. The central electronic module (CEM) activates
the relay (2/80) and the back-up (reversing) lamps are supplied with power via the relay.
BRAKE LIGHT
Fig. 173: Identifying Brake Light

The stop lamps (10/43, 10/50) are activated when the brake switch is (3/9) closed. A directly connected signal is
transmitted to the central electronic module (CEM) (4/56) indicating that the brake is activated.
The lamps are powered directly via two outputs on the central electronic module (CEM).
Information about the lamp circuit is extracted via the power supply function in the central electronic module
(CEM).
In the event of a fault, the central electronic module (CEM) transmits data via the Control area network (CAN)
to the driver information module (DIM) (5/1) which displays a text message.
REAR DEMIST
Fig. 174: Identifying Rear Demist

Rear demist (9/2) is activated by pressing the switch on the climate control module (CCM) (3/112). The climate
control module (CCM) transmits the data via the Control area network (CAN) to the central electronic module
(CEM) (4/56).
The central electronic module (CEM) checks that the conditions to start the demist have been met. If the
conditions are met the central electronic module (CEM) activates the relay (2/82) and the heating is supplied
with power via the relay.
The central electronic module (CEM) also transmits a request via the Control area network (CAN) back to the
climate control module (CCM) to light the LED in the switch.
When the roof is opened on the C70, the rear demist on the rear windshield switches off automatically.
SUNROOF OPERATION
Fig. 175: Identifying Sunroof Operation

The sun roof communicates with the central electronic module (CEM) (4/56) via serial communication. The sun
roof has a sun roof module (SRM) (4/33) which manages this communication.
Information about the sun roof position and information to be used for diagnosis is sent from the sun roof to the
central electronic module (CEM). The information about the position is transmitted on to other control modules,
such as the climate control module (CCM) (3/112) (via central electronic module (CEM)).
The communication between the central electronic module (CEM) and the sun roof mainly consists of
diagnostic information.
RAIN SENSOR MODULE (RSM)

Fig. 176: Identifying Rain Sensor Module (RSM)

The rain sensor module (RSM) (7/149) senses water on the windshield. The rain sensor (RSM) assesses the
information based on volume of water on the windscreen and the prevailing exterior light conditions. This
information is transmitted via the central electronic module (CEM) (4/56) transmits on to the wiper motor
module (WMM) (6/1) using serial communication. The wiper motor module (WMM) in turn ensures that the
windscreen wipers are set to the correct speed.
The rain sensor module (RSM) senses if the windscreen is dirty or covered with traffic film and automatically
compensates accordingly. The rain sensor module (RSM) also senses heavier splashes on the windscreen. The
windscreen wipers are then operated at top speed.
The rain sensor module (RSM) communicate with the central electronic module (CEM) using serial
communication. The power supply is from the relay for extended power supply. The relay is checked by the
central electronic module (CEM) and is activated when the ignition key is in position I or II. The rain sensor
module (RSM) is powered for 3 seconds after the ignition has been switched off.
The steering wheel module (SWM) (3/254) transmits the signal via the control area network (CAN) to the
central electronic module (CEM) indicating the position of the windshield wiper stalk and the status of the rain
sensor switch. If the rain sensor switch is activated on the wiper stalk (3/134), the central electronic module
(CEM) transmits the information to the rain sensor module (RSM) which is activated.
The rain sensor module (RSM) transmits information to the wiper motor module (WMM) via the central
electronic module (CEM). The sensitivity can be adjusted using the collar on the wiper stalk.
If a fault occurs in the rain sensor module (RSM), the central electronic module (CEM) transmits an error
message to the wiper motor module (WMM). If there is a fault message when the rain sensor module (RSM) is
active, the wiper motor module (WMM) selects top speed for the windscreen wipers until the rain sensor is
deactivated. If the fault recurs, wiping will only be activated when the wiper stalk is next moved to the single
sweep or slow speed position.
SEAT BELT REMINDER
Fig. 177: Identifying Seat Belt Reminder

The seat belt reminder (10/41) is activated when the central electronic module (4/56) receives a signal from the
supplemental restraint system module (SRS) (4/9), via the control area network (CAN), which indicates that the
seat belt is not fastened despite someone sitting in the front seat. The three seat belt buckles in the rear seat
(3/217-219) have sensors which are directly connected to the central electronic module (CEM). If a belted
passenger opens the seat belt while the vehicle is in motion, the central electronic module (CEM) will activate
Data is also transmitted to the driver information module (DIM) (5/1) which indicates to the driver that the seat
belt is not being used in one of the front seats.
ELECTRICAL ADDITIONAL HEATER (CERTAIN MARKETS)
Fig. 178: Identifying Electrical Additional Heater (Certain Markets)

Climate control module (CCM) (3/112) checks the function of the electrical additional heater.
The central electronic module (CEM) transmits information regularly to the climate control module (CCM), for
example, about the permitted size of the output voltage.
The climate control module (CCM) uses this information to prioritize between its loads. The climate control
module (CCM) also uses the information to calculate how much output must be used to activate the electrical
additional heater (9/41).
The central electronic module (CEM) (4/56) receives information via the CAN network from the climate
control module (CCM).
The central electronic module (CEM) checks that the output voltage is not too great. See: CURRENT
LIMITING
The power consumption of the electrical additional heater is regulated via a pulse-width modulated signal from
the central electronic module (CEM).
SYSTEM OVERVIEW
CONTROL MODULE

The role of the central electronic module (CEM) is to act as a bridge between the low and high speed sections of
the controller area network (CAN) and the data link connector (DLC).
It also manages the following functions:
 alarm
 lock
 immobilizer
 headlamp range adjustment

 parking lamps
 front fog lamps
 rear fog lamps
 back-up lamp
 high level stop lamp
 turn signal lamps
 wiper/washer windshield/headlights
 headlamp washer
 roof hatch
 rain sensor
 horn
 clock
 seat belt reminder
 interior roof lighting
 sun visor lighting
 courtesy/glove compartment lighting
 cargo compartment lighting
 fuel level
 fuel pump
 corrosion preventative fuel tank (only B4184S8)
 rear windshield heating
 electrically heated seats
 memory function for power seats
 power supply (generator control)
 starter motor
 current limiting
 LEDs in doors for lock indication
 LEDs in switch roof movement (2008-)
 alcolock (option 2009-)
 secondary battery (2010-, only vehicles with the function automatic start/stop of engine)
 regenerative charging (only in vehicles with the brake energy regeneration function 201020-)
 daytime running lights (from structure week 201044, option).
The control module is below the glove compartment on the passenger side. The entire control module is
removed from the car during replacement.
A car configuration file is stored in the central electronic module (CEM). This file contains information about:
 the VIN of the car

 the structure week
 the equipment level of the car.
When replacing the central electronic module (CEM), the VIN cannot be read off until the software has been
downloaded from the Volvo central database.
The central electronic module (CEM) communicates with directly connected components and with other control
modules and components via serial communication and the control area network (CAN).
The control module contains two processors. One is connected to both the high and low speed sections of the
controller area network (CAN). The other is only connected to the low speed section.
The central electronic module (CEM) uses built in diagnostics to check all activations and the input and output
signals. A diagnostic trouble code (DTC) is stored if the control module detects a fault. In certain cases, the
incorrect signal is replaced with a substitute value. Other control modules use the network to report to the
central electronic module (CEM) if they have diagnostic trouble codes (DTCs) stored. This function is used
when reading off diagnostic trouble codes (DTCs) without VIDA (Volvo scan tool).
off using VIDA (Volvo scan tool) via the data link connector in the vehicle.
The easiest way to check if the central electronic module (CEM) is grounded and receiving power is to activate
the hazard warning signal flasher. The central electronic module (CEM) is powered if the function operates.
SIGNALS
The table below summarizes the input signals to and output signals from the central electronic module (CEM).
The signal types are divided into directly connected signals, serial communication and controller area network
(CAN) communication.

 Horn switch  Parking lamps
 Trunk lid, unlocking  License plate lighting
 Deadlocking switch  Brake light
 Stop lamp switch  Dipped beam
 Fuel tank filler cap, unlocking  Passenger compartment lighting
 Private locking switch  Fog tail lamps
 Control signal for doors/hatches (x6)  Hazard warning signal flasher indicator lamp
 Blower fan, re-supply  Shift lock
 Twilight sensor  High level stop lamp

 Sun sensor  PAD-warning light (passenger airbag
 Fuel level sensor disconnected warning lamp)
 The DC/AC converter fuel tank (only  PAE-warning light (warning light activated
B4184S8) airbag passenger) (2008-)
 Fuel level sensor (AWD)  Seat belt reminder
 Seat belt buckle sensor, rear (x3)  Fuel tank filler cap, unlocking
 Supplemental Restraint System Module  Turn signal lamps
(SRS), collision output signal  Malfunction indicator lamp (MIL).
 Hazard warning signal flasher switch  Alarm LED
 Vicinity signal, ignition key  Mass movement sensor module (MMS), or
 Dip switch ultrasonic sensor module (IMS), voltage
supply
 Sun roof speed signal
 Steering Column Lock Module (SCL), wake-
 Washer fluid level sensor up (does not apply to USA/CDN market for
 Fuel pump, re-supply 2009-).
 Brake fluid level switch  Engine control module (ECM), stimulation
 Reverse gear sensor  Dimmer switch, instrument lighting
 Parking brake switch  Trunk lid, unlocking
 Clutch pedal sensor (5 cylinder engines with  Receiver, power supply
manual transmissions)  Sun roof, closing signal
 Accelerator pedal (AP) position sensor  Frequency signal, electrical additional heater
 Battery temperature sensor (replaced by  Frequency signal blower fan
software starting from structure week 200605)
 Indicator lamp, deadlock
 Outside temperature gauge
 Passenger seat sensor, supply voltage
 Light switch module (LSM)
 Fuel pump, relay
 Secondary battery (2010-, only on vehicles
with the function automatic start/stop of  Infotainment relay
engine).  Rear windshield washer, relay
 High beam, relay
 Front windshield washer, relay
 Rear demist, relay
 Extended power supply, relay
 Passenger compartment lighting (power
supply)
 Reversing lamp, relay
 Ignition switch interlock, relay
 Front fog lamps, relay
 Headlamp washer, relay
 Horn, relay
 Tailgate wiper, relay
 Light switch module (LSM)
 LEDs in doors for lock indication
 LEDs in switch roof movement (only C70,

2008-)
 Humidity sensor, voltage supply (option, only
ECC 2008-)
 Alcolock, voltage supply (option 2009-)
 Daytime running lights, relay (from structure

week 201044, option)
 Gas discharge lamp module (GDL) (2 pcs.)
 Gas discharge lamp module (GDL) (2 pcs.)
(optional equipment) (S40/V50 -200719,
(optional equipment) (S40/V50 -200719,
C30/C70 -200945)
C30/C70 -200945)
 Remote control receiver
 Remote control receiver
 Rain sensor module (RSM) (optional extra)
 Rain sensor module (RSM) (optional extra)
 Steering Column Lock Module (SCL) (does
 Steering Column Lock Module (SCL) (does
not apply to USA/CDN market for 2009-).
not apply to USA/CDN market for 2009-).
 Siren control module (SCM) (optional extra)
 Siren control module (SCM) (optional extra)
 Start control module (SCU)
 Wiper motor module (WMM)
 Wiper motor module (WMM)
 Sun roof module (SRM)
 Sun roof module (SRM)
 Humidity sensor (option, only ECC 2008-)
 Humidity sensor (option, only ECC 2008-)
 Battery monitoring sensor (7/240), with
 Battery monitoring sensor (7/240), with
signals such as start key position and
signals about the battery's (main battery)
diagnostic commands. Only on vehicles with
status. Only on vehicles with the function
the function brake energy regeneration
brake energy regeneration 201020- (for
201020- (for D4164T the battery monitoring
D4164T the battery monitoring sensor is
sensor is connected to Engine control module
connected to Engine control module (ECM)).
(ECM)).
 Accessory electronic module (AEM)  Accessory electronic module (AEM)
(optional extra) (optional extra)
 Brake control module (BCM)  Brake control module (BCM)
 Climate control module (CCM)  Climate control module (CCM)
 Combustion preheater module (CPM)  Combustion preheater module (CPM)
 Driver door module (DDM)  Driver door module (DDM)
 Driver information module (DIM)  Driver information module (DIM)

 Engine control module (ECM)  Engine control module (ECM)
 Electrical power steering module (EPS)  Electrical power steering module (EPS)
 Infotainment control module (ICM)  Infotainment control module (ICM)
 Passenger door module (PCM)  Passenger door module (PCM)
 Phone module (PHM) (optional extra)  Phone module (PHM) (optional extra)
 Power seat module (PSM) (optional extra)  Power seat module (PSM) (optional extra)
 Supplemental restraint system module (SRS)  Supplemental restraint system module (SRS)
 Steering wheel module (SWM)  Steering wheel module (SWM)
 Transmission control module (TCM)  Transmission control module (TCM)
 Trailer module (TRM) (optional extra).  Trailer module (TRM) (optional extra).
 Convertible Roof Module  Convertible Roof Module (CRM)
 Headlamp Control Module (HCM) (S40/V50  Power seat module, left (PSL)
200720-, C30/C70 200946-)  Power seat module, right (PSR)
 Headlamp Control Module (HCM) (S40/V50
200720-, C30/C70 200946-)

The control modules have a built-in diagnostic system, Volvo Diagnostics, which continuously monitors
internal functions as well as input and output signals. The central locking system is a distributed system which
stores diagnostic trouble codes (DTCs) in different control modules depending on where the fault occurred.
A diagnostic trouble code (DTC) is stored if a control module detects a fault in a connected component.
If for some reason a fault disappears after the diagnostic trouble code (DTC) has been permanently stored in a
control module, information about the fault remains in the control module.
Central electronic module (CEM)
The central electronic module (CEM) can identify 39 different faults related to the central locking system and is
able to store up to 10 diagnostic trouble codes (DTCs) at the same time.
Keyless vehicle module (KVM)
The keyless vehicle module (KVM) can identify 41 different faults in the keyless entry system.
Driver door module (DDM)
The driver door module (DDM) can identify 20 different faults related to the central locking system and is able
to store up to 10 diagnostic trouble codes (DTCs) at the same time. The control module also stores diagnostic
trouble codes (DTCs) for its corresponding rear door control module.
Passenger door module (PCM)
The passenger door module (PCM) can identify 20 different faults related to the central locking system and is
able to store up to 10 diagnostic trouble codes (DTCs) at the same time. The control module also stores
diagnostic trouble codes (DTCs) for its corresponding rear door control module.
Convertible Roof Module (CRM)
The control module can identify 1 fault related to the central locking system.
DESCRIPTION OF PROGRAMMABLE PARAMETERS, CUSTOMER ADAPTATION
There are two ways of carrying out customer adaptation:
 via the infotainment control module (ICM)

 via VIDA (Volvo scan tool).
The parameters which can be changed are described in the table below.
Function Selectable values Stored in Remarks

Locking indication via the Central electronic
On / off
turn signal lamps module (CEM)
Unlocking indication via Central electronic
On / off
the turn signal lamps module (CEM)
Central electronic
Automatic locking On / off
module (CEM)
30, 60 or 90 Central electronic
Local lighting
seconds module (CEM)
30, 60 or 90 Central electronic
Approach lights
seconds module (CEM)
This setting applies when
Central electronic
Unlocking Total or 2 stage unlocking using the remote
module (CEM)
control.
Total unlocking, all Keyless vehicle module Only in vehicles with keyless
Passive unlocking
doors (KVM) entry systems.
One of the front Keyless vehicle module Only in vehicles with keyless
Passive unlocking
doors (KVM) entry systems.
Keyless vehicle Only in vehicles with
Doors on same side
module (KVM) keyless entry systems.
Keyless vehicle module Only in vehicles with keyless

Passive unlocking Both front doors
(KVM) entry systems.
FUNCTION
STANDARD LOCK FUNCTION
Fig. 180: View Of Standard Lock Function

The lock function that is active when the car is delivered depends on the market. The system can be configured
for total unlocking or 2 step unlocking.
Total unlocking means that all side doors are unlocked and that the tailgate/trunk lid can be opened by
activating the switch on the handle.
During 2 stage unlocking, only the driver's door is unlocked first. If the remote control button is pressed again
within 10 seconds, the other doors are unlocked.
Normally the vehicle is unlocked by activating the unlocking button on the remote control. This also deactivates
the alarm if installed. Unlocking the car with the key blade should be seen as a last resort. If the car is unlocked
with the key blade, the alarm will be triggered. The alarm can be switched off by inserting the ignition key in
the ignition switch.
KEYLESS FUNCTION
Fig. 181: View Of Keyless Function

If there is a keyless entry system, the keyless vehicle module (KVM) checks the identity of the key during
locking and unlocking. After checking the key identity, the keyless vehicle module (KVM) then transmits a
command to the central electronic module (CEM) to lock or unlock the central locking. The keyless vehicle
module (KVM) uses the antennas in the outer handles on the side doors and in the rear bumper to check the
identity of the key.
The key is checked when a handle on the side doors is pulled out or if the switch on the tailgate is activated. The
keyless vehicle module (KVM) then activates one or more of the outer antennas to check the identity of the key.
If the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module
(CEM) which unlocks the vehicle.
The vehicle is locked using the lock buttons on the door handles. During locking, the antenna is also activated
to check that there is an authorized key in the vicinity of the vehicle. If the key is approved, the keyless vehicle
module (KVM) transmits a signal to the central electronic module (CEM) to lock the vehicle.
LOCK FUNCTION WITH DEADLOCKING

Fig. 182: View Of Lock Function With Deadlocking

If lock units with deadlocking are installed, there is an additional lock motor in each lock unit. The function of
this lock motor is to mechanically disengage the inner door handle. Deadlocking is activated automatically 25
seconds after the vehicle was locked. It will not then be possible to open a side door from the inside, even if a
window is smashed. This also means that anyone still in the vehicle when it is locked cannot get out. The
function can be disengaged using the switch for reduced alarm which is in the front interior lighting panel in the
roof.
PRIVATE LOCKING
Fig. 183: Identifying Private Locking

The private locking function prevents entry to certain areas and functions in the vehicle. The function is only
available on the S40 and C70.
The key blade must be taken out of the remote control to activate this function. The function is activated by
locking the glove compartment in the normal way using the key blade (turning 0 to 90 degrees) and then
continuing to turn (from 90 to 180 degrees). This sets the glove compartment and trunk lid to valet mode and
blocks outgoing calls on the phone module (PHM) if installed. On the C70, the ski hatch and the lockable
storage compartments are also locked. A text message in the driver information module (DIM) indicates that the
lock is active. The trunk lid cannot now be opened using the remote control or lock switches in the doors. The
key blade is kept by the customer and the remote control can be handed to valet parking attendants or workshop
staff who need access to the vehicle.
There are two lock cylinders by the lock mechanism for the rear seat backrests to ensure the degree of security
required. These lock cylinders can be locked or unlocked using the key blade. There is no electrical indication
that these locks are locked. The customer must check this themselves.
This function is deactivated by inserting the key blade in the lock cylinder in the glove compartment and turning
it back a quarter of a turn (from 180 to 90 degrees). The trunk lid can then be opened using the remote control
or central locking button.
OPENING THE TRUNK LID/TAILGATE
Fig. 184: View Of Opening The Trunk Lid/Tailgate

The tailgate/trunk lid can be opened in three ways:
 via the switch on the tailgate/trunk lid if the vehicle is unlocked

 keyless
 via a switch in the center console under the mug holder.
The lock motor for the tailgate/trunk lid is directly connected to the central electronic module (CEM).
The switch on the tailgate or trunk lid is directly connected to the keyless vehicle module (KVM) and to the
When the switch is pressed in, the keyless vehicle module (KVM) activates the antenna in the bumper and
begins checking for an authorized key using keyless functionality. If an authorized key is found, the keyless
vehicle module (KVM) transmits a signal to the central electronic module (CEM) to activate the lock motor in
the trunk lid or tailgate. The tailgate/trunk lid is not opened if valet locking is activated.
There is no "unlocked" position for the lock motor for the tailgate/trunk lid. When the motor is activated, it
releases the catch in the body and the tailgate/trunk lid can be opened. The tailgate/trunk lid locks when it is
closed again. When the tailgate/trunk lid is to be opened, the lock motor is powered for approximately 0.5
seconds or until the central electronic module (CEM) receives a signal from the door open sensor in the lock
motor indicating that it is open. If the trunk lid/tailgate is not indicated as open during this time, a diagnostic
trouble code (DTC) is stored in the central electronic module (CEM).
The tailgate/trunk lid can be opened by activating the button on the remote control even if the rest of the vehicle
is locked.
LOCKING/OPENING FUEL TANK FILLER COVER
Fig. 185: Identifying Locking/Opening Fuel Tank Filler Cover

The switch for unlocking the fuel tank filler cover is in the light switch module (LSM). The switch and lock
motor are directly connected to the central electronic module (CEM). If the switch is affected, the central
electronic module (CEM) is grounded and powers the lock motor which begins to function. The lock motor has
a spring-loaded piston which returns to its original position after a fully completed cycle. This means that the
lock motor only needs to operate in one direction.
If the function for automatic detection of fuel leakage is installed, there may be a delay of up to 1.5 seconds
before the filler cover opens. This is so that the fuel tank has time to release the overpressure before the filler
cover is opened. This function is only available in USA/CDN.
LIGHT FUNCTIONS
Fig. 186: Identifying Light Functions

The interior lighting is checked by the central electronic module (CEM). The interior lighting comes on when
the vehicle is unlocked.
Further light functions are included in the central locking system:
 approach lighting
 approach lights.
Local lighting
Local lighting is activated using the remote control. The following light when activated:
 interior lighting
 parking lamps
 license plate lighting
 door mirror lighting (option).
The default setting is for the lighting to be on for 30 seconds or until the key is turned in the ignition switch.
This time can be adapted to the wishes of the customer.
Approach lights
There is a function for approach lights as part of the lighting system. When the engine is off, the key is removed
from the ignition and the dip switch is activated, the following lights:
 low beam
 parking lamps
 fog lamps
 interior lighting.
The default setting for the lighting is 30 seconds. This time can be adapted to the wishes of the customer.
Customer settings
The duration that the local lighting and approach lights are on can be adapted to the wishes of the customer.
For information about customer adaptations, see: DESCRIPTION OF PROGRAMMABLE

PARAMETERS, CUSTOMER ADAPTATION
INDICATION OF THE STATUS OF THE DOORS AND HATCHES

Fig. 187: View Of Indication Of The Status Of The Doors And Hatches
There are two contact breakers in the lock units in the side doors:
 contact breaker which indicates that the door is not closed (door open sensor)
 contact breaker to indicate that the central locking motor is in the locked position.
The door open sensors are connected directly to the central electronic module (CEM) from all doors.
The signals are used to generate error messages and diagnostic trouble codes (DTCs) if a door is not properly
closed when the vehicle is driven or if locking or unlocking of one or more doors has failed one or more times.
There is only one contact breaker in the lock unit in the tailgate/trunk lid. This indicates whether the
tailgate/trunk lid is open or closed.
For the C70 there is a LED in each door to indicate when the door is locked or unlocked. The LEDs are used
instead of the traditional lock buttons on top of the doors. The LEDs flash for a short time after the doors have
been locked or unlocked.
REMOTE UNLOCKING
The vehicle can be unlocked remotely via the Volvo On Call service. If the keys have been locked in the car or
lost, the customer can call a Volvo Service Center. The position of the vehicle is determined via the global
positioning system module (GPS) in the Telematics system and is transmitted to the Volvo Service Center. The
customer must provide a code to the Service Center, which then transmits a signal to the vehicle. This signal
activates the central locking system for a certain amount of time. When instructed, the customer must activate
the switch in the tailgate/trunk lid. If this is done, the car is unlocked.
The function is market dependent.
AUTOMATIC LOCKING WHEN DRIVING
Fig. 188: View Of Automatic Locking When Driving

Whether the automatic locking function is activated on delivery or not is market dependent. If this function is
activated, the side doors lock when the speed exceeds 7 km/h (5 mph). All the doors must be closed, the engine
running and the vehicle moving forward. The only exception is the tailgate/trunk lid which can be open.
Information about whether the engine is running or not is transmitted by the engine control module (ECM) to
the central electronic module (CEM). Indication about whether the engine is driving the car forwards is
different in cars with automatic transmissions and manual transmissions. In vehicles with automatic
transmissions, the position of the gear selector is received from the transmission control module (TCM). The
gear selector must not be in the park (P) or neutral (N) position for automatic locking to function. In vehicles
with manual transmissions, the brake control module (BCM) transmits information about vehicle speed to the
central electronic module (CEM). The accelerator pedal (AP) must be partly pressed as well for automatic
locking to take place.
The door can be unlocked again as normal with the central locking buttons.
AUTOMATIC RE-LOCKING AFTER UNLOCKING
Fig. 189: View Of Automatic Re-Locking After Unlocking

If the car is unlocked using the remote control or key and the side doors or trunk lid/tailgate are not opened
within 2 minutes, the car will be locked automatically. Whether this function is activated on delivery or not
depends on the market. This function can be activated later via VIDA (Volvo scan tool) or the infotainment
control module (ICM).
"COMFORT" FUNCTIONS
HINT: Comfort Closing is not available in C70, only Comfort Opening.
The Comfort Closing function can be activated from the remote control. If the central electronic module (CEM)
receives repeated lock signals, corresponding to a pressed lock button for approximately 2 seconds, it will lock
all doors and close the windows and sunroof.
The corresponding function (Comfort Opening) is available when unlocking the vehicle. If the central electronic
module (CEM) receives repeated unlock signals, corresponding to a pressed unlock button for approximately 3
seconds, it will unlock all doors as programmed into the central locking system as well as opening all windows.
This function is not available in USA/CDN.
SIGNALS
The tables below summarize the input and output signals to the units in the central locking system. The signal
communication.

Switch for reduced alarm function for  Lock motor for the tailgate/trunk lid
disengaging deadlocking  Lock motor for the fuel tank filler cover
 Switch for valet locking of the glove
 Indicator lamp in the switch for reduced
compartment and cargo compartment alarm, indicates that the function is activated.
 Switch for opening the tailgate or trunk lid
 Indicator lamp in doors, to indicate
 Switch for opening the fuel tank filler cover locking/unlocking.
 High/low beam switch for activating the
approach lights
 Door open sensor
 Passenger door open sensor
 Right rear door open sensor to indicate when

the door is open.
 Left rear door open sensor to indicate when
the door is open.
 Tailgate/trunk lid open sensor
 Hood switch for indicating that the hood is

open (cars with alarm)
 Signal for unlocking from the supplemental
restraint system module (SRS) if the airbags
are triggered.
 Infotainment control module (ICM) for  Infotainment control module (ICM) for
customer adaptation customer adaptation
 Driver door module (DDM) for locking and  Driver door module (DDM) for locking and
unlocking commands unlocking commands
 Passenger door module (PCM) for locking  Passenger door module (PCM) for locking
and unlocking commands and unlocking commands
 Engine control module (ECM) for  Phone module (PHM) for unlocking via the
information about the status of the engine Volvo On Call service.
 Brake control module (BCM) for information  Keyless vehicle module (KVM) for the
about vehicle speed passive functions, locking, unlocking and
 Transmission control module (TCM), starting.
indicates the position of the gear selector.  Convertible Roof Module (CRM)
 Keyless vehicle module (KVM)
 Convertible Roof Module (CRM)
DRIVER DOOR MODULE (DDM) (3/126) / PASSENGER DOOR MODULE (PCM) (3/127):
 Indication of locked mode from the lock  Output signal for the central locking motor
motor  Output signal for the deadlock motor
 Central locking switch  Output signal for the motors for central
locking and deadlocking when unlocking.
 Central electronic module (CEM) for locking  Central electronic module (CEM) for status
and unlocking commands. information about the position of certain lock
motors.
DRIVER INFORMATION MODULE (DIM) (5/1):

 Information about whether the information
-
lamp or warning lamp must be lit
 Information about which text message must
be displayed.
PHONE MODULE (PHM) (16/60) (OPTION):

 Central electronic module (CEM) for remote  Central electronic module (CEM) for remote
unlocking via the Volvo On Call service. unlocking via the Volvo On Call service.
KEYLESS VEHICLE MODULE (KVM) (4/93):

 Lock button contact breaker for locking, in  Inner antenna for communication with a key
the handle on the side doors in the passenger compartment
 Unlocking contact breaker in the handle on  Antenna in the cargo compartment, for
the side doors, indicates that the door handle communication with keys
has been pulled out  External antennas in the door handle, for
 Unlocking contact breaker for the cargo communication with keys
compartment, indicates that the unlock button  External rear antenna, for communication
is pressed in. with keys
 Quick lock motor contact breaker in the side
 Quick lock motor left front, activating
doors, the motors can be activated
 Quick lock motor right front, activating
 Key-in contact breaker, indicates that the start
knob is pressed in.
 Brake pedal switch (AUT), indicates that the
brake pedal is pressed
 Clutch switch (MAN), indicates that the
clutch pedal is pressed
 Unlocking switch trunk lid / tailgate.

Remote keyless entry (RKE) receiver, for  Remote keyless entry (RKE), control
receiving data from keys. commands.
 Central electronic module (CEM) during  Central electronic module (CEM) during
keyless entry keyless entry
 Infotainment control module (ICM) when  Infotainment control module (ICM) for
changing customer parameters. customer adaptation
CONVERTIBLE ROOF MODULE (CRM) (4/59)

 5 electric motors for controlling the lockable storage

compartments:
 Motor ski hatch (8/139)
-  Motor, storage compartment, driver's door (8/137)
 Motor, storage compartment, passenger door

(8/138)
 Motor, storage compartment, side panel, left rear
(8/140)
 Motor, storage compartment, side panel, right rear

(8/141)
Via Controller Area Network (CAN)
Via Controller Area Network (CAN) communication:
communication:
 Central electronic module (CEM) -
during keyless entry
The central locking system with keyless functionality is a distributed system. The components of the system
are:

 keyless vehicle module (KVM)
 driver door module (DDM)
 passenger door module (PCM)
 driver information module (DIM)
 phone module (PHM)
 infotainment control module (ICM)
 switch for valet locking
 switch for unlocking the fuel tank filler cover
 lock motor units in the doors
 lock motor at the fuel tank filler cover
 lock motor for the trunk lid/tailgate
 remote keyless entry (RKE) receiver
 Supplemental restraint system module (SRS)
 indicator LED in the doors
 lockable storage compartment
 lock for ski hatch


The central electronic module (CEM) (4/56) controls and monitors the central locking system and its functions.
No door which is part of the central locking system can be unlocked without a command from the central
electronic module (CEM). Most of the system settings are stored in the central electronic module (CEM). Many
of these settings are market dependent. For information about the settings which can be made, see:
The central electronic module (CEM) continually checks the system to monitor the status of the doors and lock
motors.

Fig. 191: Identifying Keyless Vehicle Module (KVM) (Only Vehicles With The Keyless Locking System)
The keyless vehicle module (KVM) controls keyless entry to the vehicle. The system allows the vehicle to be
opened without inserting a key in the lock or pressing a button on the remote control. The control module is
under the left front seat. The keyless vehicle module (KVM) works together with the central electronic module
(CEM) when opening and starting the vehicle. The two control modules communicate via the low speed side of
the controller area network (CAN) (LS-CAN).
There are a number of components in the keyless entry system:

 antennas in the external door handles and in the rear bumper
 antennas in the passenger compartment and cargo compartment
 quick lock motors connected to the standard lock motors
 switches in door handles, locking buttons and additional lock motors
 Remote Keyless Entry (RKE) for signals from the keyless remote control
 remote control including keyless entry function.
If one of the external door handles is pulled outwards, the keyless vehicle module (KVM) activates the antennas
in the handles on that side. A message is transmitted from the antennas. The purpose of this message is to check
whether there is a remote control with keyless functionality in the vicinity of the vehicle. The remote control
responds to Remote Keyless Entry (RKE) that forwards information to the Keyless vehicle module (KVM). If a
remote control is found, the Keyless vehicle module (KVM) controls the remote control's identity. If the remote
control is programmed for use in the vehicle, the keyless vehicle module (KVM) will activate the quick lock
motor to open the door on which the handle was pulled out. At the same time, the keyless vehicle module
(KVM) transmits a signal to the central electronic module (CEM) indicating that the key is authorized and that
the other doors can be unlocked.
NOTE: During locking, the keyless vehicle module (KVM) only checks the quick lock
motors in the doors. The other lock motors and the other functions in the
central locking system are checked by the central electronic module (CEM).
DRIVER DOOR MODULE (DDM) / PASSENGER DOOR MODULE (PCM)
Fig. 192: Identifying Driver Door Module (DDM) / Passenger Door Module (PCM)
The driver door module (DDM) (3/126) and passenger door module (PCM) (3/127) are identical in appearance.
The only difference between the two units are the software downloaded into them after installation in the
vehicle. There are also different control panels connected to the control modules. The door control modules
communicate with the central electronic module (CEM) via the low speed side of the CAN network (LS_CAN).
The control panel on the driver's side has control buttons for adjusting the door mirrors, window lift
mechanisms and the button for activating child-proof locking (not C70).
The control panel on the passenger side has control buttons for the power window mechanism.
There is also a button for locking and unlocking the central locking by the inner door handle on each side.
The door control modules are directly connected to the lock unit in each door. The door control modules lock
and unlock the door on receipt of a command from the central electronic module (CEM). The door control
modules can only unlock the door on receipt of a signal from the central electronic module (CEM).
DRIVER INFORMATION MODULE (DIM)
Fig. 193: Identifying Driver Information Module (DIM)

The driver information module (DIM) (5/1) displays a text message and lights a warning lamps if any of the
side doors or tailgate/trunk lid or hood have been opened while driving. A micro-switch indicates that the doors
or tailgate/trunk lid are fully closed. Only cars with an alarm have a micro-switch at the engine hood.
A yellow warning lamp lights if the vehicle speed is below 7 km/h (5 mph). The red warning lamp lights if the
vehicle speed is above 7 km/h (5 mph).
The tailgate is only indicated by a text message and yellow warning lamp, irrespective of the speed.
The Driver information module (DIM) also displays a message if a passive key cannot be found when a start
attempt is carried out or if a remote control that is used to start the vehicle cannot be found after the driver's
door has been opened and closed.
PHONE MODULE (PHM)
Fig. 194: Identifying Phone Module (PHM)

Phone module (PHM) (16/60) is an option. The phone module (PHM) communicates with the central electronic
module (CEM) via the low speed side of the CAN network (LS_CAN). If a phone module (PHM) is installed,
the unit can be used for remote unlocking via the Volvo On Call service. This means that the vehicle can be
unlocked from a Volvo Service Center.
The phone module (PHM) can also automatically transmit an emergency signal if one or more airbags have
been triggered. The emergency signal is also transmitted if the "SOS" button is pressed.
INFOTAINMENT CONTROL MODULE (ICM)

Fig. 195: Identifying Infotainment Control Module (ICM)

The customer can personalize some of the central locking settings using the infotainment control module (ICM)
(16/1) and the keyless entry system. The infotainment control module (ICM) communicates with the central
electronic module (CEM) and keyless vehicle module (KVM) via the low speed side of the CAN network
(LS_CAN). The central locking settings are presented via a menu system in the display on the infotainment
control module (ICM). For further information about the settings which can be made, see: DESCRIPTION OF
PROGRAMMABLE PARAMETERS, CUSTOMER ADAPTATION
The settings for the central locking system are stored in the central electronic module (CEM). The settings for
the keyless entry system are stored in the keyless vehicle module (KVM). Information from both control
modules is transmitted to the infotainment control module (ICM) when the ignition is switched on.
SWITCH FOR VALET LOCKING

Fig. 196: Identifying Switch For Valet Locking

The switch for valet locking is at one edge of the glove compartment in the dashboard. The switch is directly
connected to the central electronic module (CEM). The switch is affected after the glove compartment has been
locked in the normal way using the key blade (turning 0 to 90 degrees) and then continuing to turn (from 90 to
180 degrees). Applies to the C70: Valet locking also includes lockable storage compartments and the lock for
the ski hatch.
SWITCH FOR UNLOCKING THE FUEL TANK FILLER COVER

Fig. 197: Identifying Switch For Unlocking The Fuel Tank Filler Cover
The switch for unlocking the fuel tank filler cover is on the light switch module (LSM) (3/111). The switch is
directly connected to the central electronic module (CEM). The cover can be opened if the vehicle speed is
below 7 km/h (5 mph).
For the American market, the function has a delay before the fuel tank filler cover can be opened. This is to
allow for the cancellation of the automatic leak test and for the pressure in the tank to even out.
LOCK UNITS SIDE DOORS

Fig. 198: Identifying Lock Units With Quick Lock Functionality

NOTE: C70 only has front locking units.
The lock units (3/74-77) are in the doors and are directly connected to the door control module in the relevant
door. There are different versions of the lock units, depending on the configuration of the lock motors.
There are four versions of the lock units in the front doors with lock motors for:
 central locking
 central locking and deadlocking
 central locking and quick locking
 central locking, deadlocking and quick locking.
The central locking lock motor locks the door.
The quick lock motor is hardwired to the keyless vehicle module (KVM) and opens the door upon receipt of a
command from the keyless vehicle module (KVM).
NOTE: Quick locking is controlled entirely by the keyless vehicle module (KVM).
The door control modules can only activate the lock motors on receipt of a command from the central electronic
module (CEM).
In addition to the lock motors, the lock units contain up to three contract breakers depending on the
configuration:
 contact breaker to indicate that the central locking motor is in the locked position
 contact breaker which indicates that the door is not locked
The lock motors have built in overheating protection which prevents the motor from activating if there is a risk
of the motor getting too hot.
When the quick locks are activated by the keyless vehicle module (KVM), the catches in the standard lock units
are released from the striker plates in the car body. The quick locks contains a switch which is acted on by a
control arm from the door handle. This switch is closed when the door handle is pulled out fully. This switch
must be closed for the keyless vehicle module (KVM) to activate the quick lock.
LOCK MOTOR TAILGATE/TRUNK LID

Fig. 199: Identifying Lock Motor Tailgate/Trunk Lid

In practice there is no "locked" position for the lock on the tailgate/trunk lid. The difference between locked and
unlocked is whether the central electronic module (CEM) will activate the lock motor or not when the switch on
the tailgate/trunk lid is pressed.
The tailgate/trunk lid is "locked" and "unlocked" at the same time as other doors if an unlock command is
received from the remote control or if the vehicle is unlocked passively. The tailgate/trunk lid can also be
opened separately using a dedicated button on the remote control.
For the C70, it is also possible to unlock and open the cargo compartment using a lock cylinder, which is
located under the cup holder in the center console (model year 2006 and early 2007 versions). For the C70 (late
versions 2007-), the lock cylinder is located on the left-hand front edge of the rear seat.
This lock is mechanically directly connected to the cargo compartment's locking mechanism.
central electronic module (CEM). This connection reduces the reaction time from the switch being pressed to
the trunk lid or tailgate opening. If the vehicle is locked and the switch pressed in, the keyless vehicle module
(KVM) activates the antenna in the bumper and begins checking for an authorized key. If an authorized key is
found, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) to activate
the lock motor in the trunk lid or tailgate. The lock motor (3/78) is directly connected to the central electronic
module (CEM).
REMOTE CONTROL
Fig. 200: Identifying Remote Control

NOTE: The remote control looks the same, irrespective of whether it supports keyless
functionality or not. Check that the remote control is the correct type before
programming it for the system. If an incorrect remote control is used, the
keyless functions will not work.
The remote control can be used to activate system functions at a range of up to approximately 20 meters. The
basic functions of the remote control are:
 unlocking the vehicle

 locking the vehicle
 unlocking the trunk lid/tailgate
 activating the local lighting
 activating alarm functions
 for the C70: unlocking and locking the storage compartment and ski hatch.
Internally, the remote control consists of three sections:

 transponder
 function for remote control
 function for the keyless entry system, if applicable.
The transponder is a communication circuit in the head of the key. The transponder has a unique identification
code which connects the key to the vehicle. The transponder is coded. This code must be learned by the central
electronic module (CEM) before the key can be used to start the vehicle when the key is in the ignition switch.
Once the transponder has been programmed for one vehicle, it cannot be programmed for another.
The remote control has a built-in communication circuit and a memory. A coded signal is sent when a button on
the remote control is pressed. This signal is received by a remote keyless entry (RKE) receiver and is forwarded
on to the keyless vehicle module (KVM). For the remote control to work with the system, a unique code in the
remote control must be learned by the keyless vehicle module (KVM). This takes place during installation at the
factory.
The keyless entry system is used for:
 unlocking
 locking
 passive starting
 passive key warning.
The circuits in the remote control which control the function for the keyless entry system are coded. The keyless
vehicle module (KVM) must learn these codes for communication to function. This takes place during
installation at the factory.
Normally two keys are programmed for the key on delivery. Additional keys can be added afterwards.
The remote control has a key blade which is normally retracted inside the remote control. The key blade can be
used in emergency situations to unlock the driver's door. This does not disarm alarm functions however, so
should only be used as a last resort to open the car.
The remote control has an integrated battery which is used when commands are sent to the system. This battery
must be replaced regularly. The remote control contains an internal voltmeter that measures the voltage of the
internal battery. If the battery voltage is low, this information is transmitted in the messages transmitted to the
Remote Receiver Module (RRX). The Central electronic module (CEM) receives this information and transmits
a message via the CAN network to the Driver information module (DIM), which, such cases, displays a
message that the voltage for the remote control is low. Reduced remote control range is also an indication that
the battery charge is low.
NOTE: There have been some cases of system malfunctions when communication
between the Keyless Vehicle Module (KVM) and the ignition switch has
experienced interference for various reasons. These malfunctions are not due
to electrical faults and will not generate a diagnostic trouble code.
1. If the ignition key is held in the same hand that is used to turn the starter, the ignition key may not be
identified correctly. This will display an error message in the Driver Information Module (DIM). The
vehicle will not start either. The vehicle will start, however, if the starter is turned to 0 and a new starting
attempt is made. The fault will not generate a diagnostic trouble code. This fault is rare.
2. If a button on the remote control is pressed when the Keyless Vehicle Module (KVM) attempts to read
the identity of the ignition key, the reading will fail. This is because the ignition key cannot not transmit
and receive data at the same time (pressing a button on the remote control will mean the ignition key is
engaged in transmitting a "normal" remote control command). This fault could occur if the key is kept in
a pocket or bag and a button is pressed by mistake.
3. Due to increased external radiation, for example from TV/radio transmitters and mobile telephones, the
signal from the remote control can on rare occasions be jammed. This is a rare fault but it can occur,
especially in particular places where different external signals can impair transmitting and reception
conditions. This is not only associated with keyless systems but can also affect different types of wireless
communication.
REMOTE KEYLESS ENTRY (RKE) RECEIVER

The remote keyless entry (RKE) receiver is installed above the headlining to the left of the front lighting panel.
The receiver receives signals from the remote control and forwards them to the keyless vehicle module (KVM).
The remote keyless entry (RKE) receiver has a logic which enables it to check that a correct message is
received. All communication is decrypted in the keyless vehicle module (KVM).
The remote keyless entry (RKE) receiver has two different modes:
 normal mode
 passive mode.
In normal mode, the receiver waits for a signal from the remote control when a button is pressed.
If the keyless vehicle module (KVM) receives an indication from the door handle that someone is trying to open
the vehicle using keyless entry, the keyless vehicle module (KVM) transmits a signal to the receiver to switch to
passive mode for a pre-determined period of time. After this time, the receiver reverts to normal mode. The
difference between these two modes is the way in which the receiver communicates with the key.
When a key has been approved and is used to start the vehicle, or if there is a key in the ignition switch, the
keyless vehicle module (KVM) ignores all messages from the remote keyless entry (RKE) receiver. This
prevents the central locking system from unlocking if a button on the remote control is unintentionally pressed
in.
The remote keyless entry (RKE) receiver is powered by the central electronic module (CEM) and grounded in
the A-post.
LOCKABLE SKI HATCH

Fig. 202: Identifying Lockable Ski Hatch

The vehicle is equipped with an electric lock for the ski hatch to prevent access to the cargo compartment when
the roof is open. Locking/unlocking of the ski hatch is controlled by the Convertible Roof Module (CRM)
(4/59).
LOCKABLE STORAGE COMPARTMENT (OPTION)

Fig. 203: Identifying Lockable Storage Compartment (Option)

The vehicle can be equipped with 4 electrically lockable compartments. Two compartments are located in each
door and two compartments are in each side of the rear seat. The compartments are locked and unlocked at the
same time as the ski hatch lock and are controlled by the Convertible Roof Module (CRM).
SYSTEM OVERVIEW
Fig. 204: Identifying General System Overview

NOTE: This document describes the central locking system in cars with a keyless
vehicle module (KVM). Some components are different from the standard
central locking system. This document outlines the main functionality of the
central locking system with keyless entry.
The central locking system contains a number of functions. The system is monitored by the central electronic
module (CEM).
The central electronic module (CEM) communicates with the constituent units, whether directly connected or
connected in series, via the CAN network.
The functions covered are:
 standard locking function (total or 2 stage)

 deadlocking
 private locking mode
 unlocking the fuel tank filler cover

 light functions (local lighting and approach lights)
 indication of the status of the doors and hatches
 remote unlocking
 automatic locking function
 re-locking
 Passive functions
 lock for ski hatch.
STANDARD LOCKING FUNCTION
The standard locking function unlocks the side doors and activates the lock motor in the trunk lid/tailgate when
the lock button is pressed. The trunk lid/tailgate can then be opened. On the C70 it also unlocks the storage
compartments and the lock for the ski hatch. Unlocking can be carried out using the button on the remote
control or by using the key blade in the driver's door lock cylinder. There are two settings:
 total
 2 stage.
Total unlocking unlocks all doors at the same time. The American market has 2 stage unlocking. The driver's
door unlocks on the first press of the unlock button on the remote control. On the C70 the storage compartments
and ski hatch unlock as well. Press the button again within 10 seconds and the other doors unlock. When
unlocking a 2 stage system with the key, the key must be turned counter-clockwise twice for all doors to unlock.
DEADLOCK
Deadlocking is an option. Deadlocking means that the inner door handles and lock buttons are disengaged when
the central locking is activated. It will not then be possible to open a side door from the inside, even if a window
is smashed. Deadlocking is activated 25 seconds after the vehicle was locked. This function requires lock units
with lock motors for this function. The function can be temporarily disengaged using the switch for reduced
alarm.
VALET LOCKING MODE
The glove compartment and cargo compartment can be locked to "valet' mode. On the C70, the storage
compartments and the ski hatch lock also have the valet mode function. This function is used to block access to
these compartments when, for example, leaving the car for a service when there are personal belongings left in
the car or when the roof is left open when parked.
UNLOCKING THE TRUNK LID/TAILGATE
received from the remote control. The tailgate/trunk lid can also be unlocked separately using a dedicated
button on the remote control.
central electronic module (CEM). The lock motor is directly connected to the central electronic module (CEM).
For the C70 (model year 2006 and early 2007 versions), the following applies:
To access the cargo compartment when, for example, the vehicle has no power, there is a lock cylinder under
the CD compartment in the center console, which is mechanically connected to the cargo compartment lock.
For the C70 (late versions 2007-), the following applies:
To access the cargo compartment when, for example, the vehicle has no power, there is a lock cylinder on the
left-hand side front edge of the rear seat, which is mechanically connected to the cargo compartment lock.
UNLOCKING THE FUEL TANK FILLER COVER
The unlocking switch for the fuel tank filler cover is on the light switch module (LSM) at the side of the driver.
The button is directly connected to the central electronic module (CEM). The lock motor for the fuel tank filler
cover is at the rear edge of the fuel tank filler cover. The lock motor is directly connected to the central
LIGHT FUNCTIONS
Local lighting and approach lights are part of the system.
Local lighting is activated using the remote control. Approach lights are activated when the high/low beam
switch is pulled backwards when the vehicle is parked.
SWITCHES FOR DOORS, TAILGATE/TRUNK LID AND HOOD
There are switches in the lock units on the side doors and tailgate/trunk lid which indicate whether the doors or
trunk lid/tailgate are open or closed. These switches are also known as door open sensors. There is also a
separate switch at the hood if the car has an alarm. There is no switch at the fuel tank filler cover. The switches
are closed when the door is closed, providing a ground connection to the central electronic module (CEM).
AUTOMATIC LOCKING
The system can be activated so that the car is locked automatically when the car reaches 7 km/h (5 mph).
Whether this function is activated on delivery or not depends on the market.
RE-LOCKING
The system has a function for re-locking. If the car is unlocked using the remote control or key and the side
doors or trunk lid/tailgate are not opened within 2 minutes, the car will be locked automatically. This function
prevents the car from being left unlocked unintentionally.
PASSIVE FUNCTIONS
The passive functions are controlled by the keyless vehicle module (KVM). These passive functions cover
unlocking, locking and vehicle start. To this end, certain components are connected to the keyless vehicle
module (KVM) instead of the central electronic module (CEM).
TEXT MESSAGE FOR THE LOCK SYSTEM
The text message display in the driver information module (DIM) indicates whether child-proof locking, valet
locking or reduced alarm is activated. There is also an alert message if a door opens while driving.
CUSTOMER SETTINGS
The customer can make certain settings to determine how the locking system works. For more information, see:
ACKNOWLEDGMENTS
The turn signal lamps give a long flash to confirm that the car is fully locked. They flash twice when the car is
unlocked. The customer can decide whether the acknowledgment is activated or not via the menu system in the
infotainment control module (ICM) or via VIDA (Volvo scan tool).
REMOTE CONTROL
The central locking system can be unlocked using the remote control.
The remote control has buttons for:
 unlocking
 locking
 panic function
 local lighting.
The remote control also supports keyless functionality when installed in the vehicle. This means that there is an
additional communication circuit in the remote control compared to a "standard" remote control. However, the
appearance of the remote control is identical.
PANIC FUNCTION
The panic function can be activated using the remote control. The panic function activates the horn for 25
seconds. This function is to attract attention in an emergency situation.
UNLOCKING USING THE KEY

The driver's door can be locked and unlocked using the key blade which is normally retracted inside the remote
control. This type of lock is also available on the passenger's door on the C70. On the C70, it is also possible to
unlock and open the trunk lid from inside the passenger compartment. There is a lock cylinder in the storage
compartment in the tunnel console that is mechanically directly connected to the locking function in the trunk
lid. This is an extra solution should there be a fault in the system.
The lock cylinder on the driver's door has a cover. This cover must first be removed to expose the lock cylinder.
This is done by inserting the mechanical key in a hole on the underneath of the cover and pulling out.
LOCAL LOCKING
after locking the vehicle. The LEDs are on each door.
REMOTE UNLOCKING
Volvo On Call can be used to unlock the vehicle from a Volvo Service Center if the customer is unable to open
the vehicle in the normal way for any reason.

Keyless vehicle module (KVM)
The keyless vehicle module (KVM) can identify 34 different faults in the keyless entry system.
trouble codes (DTCs) for its corresponding rear door control module.
Passenger door module (PCM)
The passenger door module (PCM) can identify 20 different faults related to the central locking system and is
diagnostic trouble codes (DTCs) for its corresponding rear door control module.

Function Selectable values Stored in Remarks

Locking indication via the Central electronic
On / off -
turn signal lamps module (CEM)
Unlocking indication via Central electronic
On / off -
the turn signal lamps module (CEM)
Central electronic
Automatic locking On / off -
module (CEM)
Central electronic
Local lighting 30, 60 or 90 seconds -
module (CEM)
Central electronic
Approach lights 30, 60 or 90 seconds -
module (CEM)
This setting applies when
Central electronic
Unlocking Total or 2 stage unlocking using the
module (CEM)
remote control.
Only in vehicles with
Keyless vehicle module
Passive unlocking Total unlocking, all doors keyless entry systems
(KVM)
installed.
Passive unlocking One of the front doors keyless entry systems
(KVM)
installed.
Passive unlocking (does Keyless vehicle module
Doors on same side keyless entry systems
not apply to C70) (KVM)
installed.

Passive unlocking Both front doors keyless entry systems
(KVM)
installed.
FUNCTION
Fig. 205: Identifying Standard Lock Function

KEYLESS FUNCTION
Fig. 206: Identifying Keyless Function

When the system for keyless locking system is installed it is Keyless vehicle module (KVM) that checks the
key's identity when unlocking and locking. After this check, Keyless vehicle module (KVM) sends a command
to Central electronic module (CEM) that the central locks shall be unlocked or locked.
Keyless vehicle module (KVM) checks the key's identity using antennas in the external handles on the side
doors (C30/C70 front doors, S40/V50 rear doors) and in the rear bumper.
The key is checked when a handle on the side doors is pulled out or if the switch on the tailgate is activated. The
keyless vehicle module (KVM) then activates one or more of the outer antennas to check the identity of the key.
If the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module
(CEM) which unlocks the vehicle.
The vehicle is locked using the lock buttons on the door handles. During locking, the antenna is also activated
to check that there is an authorized key in the vicinity of the vehicle. If the key is approved, the keyless vehicle
module (KVM) transmits a signal to the central electronic module (CEM) to lock the vehicle.
Fig. 207: Identifying Lock Function With Deadlocking

roof.
PRIVATE LOCKING

The private locking function prevents entry to certain areas and functions in the vehicle. The function is only
available on the S40 and C70.
Fig. 209: Identifying Opening Trunk Lid/Tailgate

The tailgate/trunk lid can be opened in three ways:
 via the switch on the tailgate/trunk lid if the vehicle is unlocked

 keyless
 via a switch in the center console under the mug holder (only C70).
Lock motor for tailgate/trunk is directly connected to Central electronic module (CEM). The switch on
tailgate/trunk is directly connected both to Keyless vehicle module (KVM) and Central electronic module
(CEM).
When the switch is pressed in, the keyless vehicle module (KVM) activates the antenna in the bumper and
begins checking for an authorized key using keyless functionality. If an authorized key is found, the keyless
vehicle module (KVM) transmits a signal to the central electronic module (CEM) to activate the lock motor in
the trunk lid or tailgate. The tailgate/trunk lid is not opened if valet locking is activated.
closed again. When the tailgate/trunk lid is to be opened, the lock motor is powered for approximately 0.5
seconds or until the central electronic module (CEM) receives a signal from the door open sensor in the lock
motor indicating that it is open. If the trunk lid/tailgate is not indicated as open during this time, a diagnostic
trouble code (DTC) is stored in the central electronic module (CEM).
is locked.

cover is opened. This function is only available in USA/CDN.
LIGHT FUNCTIONS
Fig. 211: Identifying Light Functions - C70

Further light functions are included in the central locking system:
Local lighting
 parking lights
Approach lights
 low beam
 parking lights
 fog lamps
Customer settings


Fig. 212: Identifying Communications Network For Indication Of Door And Hatch Status
 contact breaker which indicates that the door is not closed (door open sensor)
The door open sensors are connected directly to the central electronic module (CEM) from all doors.
The contact breaker for indicating the status of the central locking motor is connected to the relevant rear
control module for the rear doors (only applies to the S40/V50). The rear door control modules transmit the
signal on to the relevant control module in the front doors which forward the signal to the central electronic
module (CEM).
REMOTE UNLOCKING
The vehicle can be unlocked at a distance via the service Volvo On Call.
If the keys have been locked in the vehicle or lost, the customer can call a Volvo Service Center. The vehicle's
position is determined via Multimedia module (MMM) in the Telematic system and is sent to Volvo Service
Center.
The customer states a code to the Service Center, which then sends a signal to the vehicle. This signal activates
the central locking system for a time and on a given command the customer has to activate the switch in the
tailgate. If this is done, the vehicle is unlocked.
Fig. 213: Identifying Automatic Locking When Driving

Fig. 214: Identifying Automatic Re-Locking After Unlocking

COMFORT" FUNCTIONS
seconds, it will unlock all doors as programmed into the central locking system as well as opening all windows.
This function is not available in USA/CDN.
SIGNALS
communication.

 Switch for reduced alarm function for
disengaging deadlocking
 Switch for valet locking of the glove
compartment and cargo compartment
 Switch for opening the tailgate or trunk
lid
 Switch for opening the fuel tank filler  Lock motor for the tailgate/trunk lid
cover  Lock motor for the fuel tank filler cover
 High/low beam switch for activating the  Indicator lamp in the switch for reduced alarm,
approach lights indicates that the function is activated.
 Door open sensor  Indicator lamp in doors, to indicate
 Passenger door open sensor locking/unlocking (only C70).
 Tailgate/trunk lid open sensor
 Hood switch for indicating that the hood
is open (cars with alarm)
 Signal for unlocking from the
supplemental restraint system module
(SRS) if the airbags are triggered.
communication: Via Controller Area Network (CAN) communication:

 Infotainment control module (ICM) for
customer adaptation
 Infotainment control module (ICM) for customer
 Driver door module (DDM) for locking
adaptation
and unlocking commands
 Driver door module (DDM) for locking and
 Passenger door module (PCM) for
unlocking commands
locking and unlocking commands
 Passenger door module (PCM) for locking and
 Engine control module (ECM) for
unlocking commands
information about the status of the engine
 Phone module (PHM) for unlocking via the Volvo
 Brake control module (BCM) for
On Call service.
information about vehicle speed
 Keyless vehicle module (KVM) for the passive
 Transmission control module (TCM),
functions, locking, unlocking and starting.
indicates the position of the gear selector.
 Keyless vehicle module (KVM)
DRIVER DOOR MODULE (DDM) (3/126) / PASSENGER DOOR MODULE (PCM) (3/127):
 Indication of locked mode from the lock
 Output signal for the central locking motor
motor
 Output signal for the deadlock motor
 Central locking switch
 Output signal for the motors for central locking
 Switch child-proof lock (only Driver door
and deadlocking when unlocking.
module (DDM)) (only S40/V50)
 Central electronic module (CEM) for status
 Central electronic module (CEM) for locking
information about the position of certain lock
and unlocking commands.
motors.

-
 Information about which text message must be
displayed.


KEYLESS VEHICLE MODULE (KVM) (4/93):

 Lock button contact breaker for locking, in
the handle on the side doors
 Unlocking contact breaker in the handle on
the side doors, indicates that the door  Inner antenna for communication with a key in
handle has been pulled out the passenger compartment
 Unlocking contact breaker for the cargo  Antenna in the cargo compartment, for
compartment, indicates that the unlock communication with keys
button is pressed in.  External antennas in door handle (C30/C70
 Quick lock motor contact breaker in the front doors, S40/V50 rear doors), for
side doors, the motors can be activated communication with key.
 Key-in contact breaker, indicates that the  External rear antenna, for communication with
start knob is pressed in. keys
 Brake pedal switch (AUT), indicates that  Quick lock motor left front, activating
the brake pedal is pressed  Quick lock motor right front, activating
 Clutch switch (MAN), indicates that the
clutch pedal is pressed
 Unlocking switch trunk lid / tailgate.
Via serial communication (ISO): Via serial communication (ISO):

 Remote keyless entry (RKE) receiver, for  Remote keyless entry (RKE), control
receiving data from keys. commands.
 Central electronic module (CEM) during  Central electronic module (CEM) during
keyless entry keyless entry
 Infotainment control module (ICM) when  Infotainment control module (ICM) for
changing customer parameters. customer adaptation
CONVERTIBLE ROOF MODULE (CRM) (4/59) (ONLY C70):

 5 electric motors for controlling the lockable storage

compartments:
 Motor ski hatch (8/139)

 Motor, storage compartment, driver's door (8/137)
 Motor, storage compartment, passenger door
- (8/138)
 Motor, storage compartment, side panel, left rear
(8/140)
 Motor, storage compartment, side panel, right rear
(8/141)
Via Controller Area Network (CAN)
Via Controller Area Network (CAN) communication:
communication:
 Central electronic module (CEM) -
during keyless entry
The central locking system with keyless functionality is a distributed system. The components of the
system are:

 passenger door module (PCM)
 convertible Roof Module (CRM)
 remote keyless entry (RKE) receiver
 supplemental restraint system module (SRS)
 lock for ski hatch.


No door which is part of the central locking system can be unlocked without a command from the central
electronic module (CEM). Most of the system settings are stored in the central electronic module (CEM). Many
of these settings are market dependent. For information about the settings which can be made, see:
motors.

Fig. 216: Identifying Keyless Vehicle Module (KVM)

The keyless vehicle module (KVM) controls keyless entry to the vehicle. The system allows the vehicle to be
opened without inserting a key in the lock or pressing a button on the remote control. The control module is
under the left front seat. The keyless vehicle module (KVM) works together with the central electronic module
(CEM) when opening and starting the vehicle. The two control modules communicate via the low speed side of
the controller area network (CAN) (LS-CAN).
There are a number of components in the keyless entry system:

 antennas in external door handles (C30/C70 front doors, S40/V50 rear doors) and in rear bumper
 antennas in the passenger compartment and cargo compartment
 quick lock motors connected to the standard lock motors
 switches in door handles, locking buttons and additional lock motors
 remote Keyless Entry (RKE) for signals from the keyless remote control
 remote control including keyless entry function.
When one of the external door handles is pulled outward, Keyless vehicle module (KVM) activates the antennas
in the handles (C30/C70 front doors, S40/V50 rear doors) on the corresponding side. A message is sent from the
antennas and the purpose is to check if there is a remote control with keyless function by the vehicle. The
remote control answer to Remote Keyless Entry (RKE) which transmits the information on to Keyless vehicle
module (KVM). If a remote control is found, then Keyless vehicle module (KVM) checks the remote control's
identity. If the remote control is programmed for use in the vehicle, Keyless vehicle module (KVM) will
activate the quick-lock motor to open the door where the handle was pulled out. At the same time, Keyless
vehicle module (KVM) sends a signal to Central electronic module (CEM) that the key is approved and that the
other doors can be unlocked.
NOTE: During locking, the keyless vehicle module (KVM) only checks the quick-lock
DRIVER DOOR MODULE (DDM) / PASSENGER DOOR MODULE (PCM)
Fig. 217: Identifying Driver Door Module & Passenger Door Module (PCM)
The driver door module (DDM) (3/126) and passenger door module (PCM) (3/127) are identical in appearance.
communicate with the central electronic module (CEM) via the low speed side of the CAN network (LS-CAN).

The Driver information module (DIM) also displays a message if a passive key cannot be found when a start
attempt is carried out or if a remote control that is used to start the vehicle cannot be found after the driver's
door has been opened and closed.
PHONE MODULE (PHM)

module (CEM) via the low speed side of the CAN network (LS-CAN). If a phone module (PHM) is installed,
the unit can be used for remote unlocking via the Volvo On Call service. This means that the vehicle can be
unlocked from a Volvo Service Center.
Fig. 220: Identifying Display/Printed Circuit Board

(16/1) and the keyless entry system. The infotainment control module (ICM) communicates with the central
electronic module (CEM) and keyless vehicle module (KVM) via the low speed side of the CAN network (LS-
CAN). The central locking settings are presented via a menu system in the display on the infotainment control
module (ICM). For further information about the settings which can be made, see: DESCRIPTION OF
PROGRAMMABLE PARAMETERS, CUSTOMER ADAPTATION
The settings for the central locking system are stored in the central electronic module (CEM). The settings for
the keyless entry system are stored in the keyless vehicle module (KVM). Information from both control
modules is transmitted to the infotainment control module (ICM) when the ignition is switched on.


the ski hatch.


Fig. 223: Identifying Lock Unit

NOTE: C70 only has the front locking units.
The lock units are installed in the doors and are directly connected to the door control module in the relevant
door. There are different versions of the lock units, depending on the configuration of the lock motors.
There are four versions of the lock units in the front doors with lock motors for:
 central locking
 central locking and deadlocking
 central locking and quick locking
 central locking, deadlocking and quick locking.
The quick lock motor is hardwired to the keyless vehicle module (KVM) and opens the door upon receipt of a
command from the keyless vehicle module (KVM).
NOTE: Quick-locks are controlled entirely by the keyless vehicle module (KVM).
The door control modules can only activate the lock motors on receipt of a command from the central electronic
module (CEM).
In addition to the lock motors, the lock units contain up to three contract breakers depending on the
configuration:
 contact breaker which indicates that the door is not locked
When the quick locks are activated by the keyless vehicle module (KVM), the catches in the standard lock units
are released from the striker plates in the car body. The quick locks contains a switch which is acted on by a
control arm from the door handle. This switch is closed when the door handle is pulled out fully. This switch
must be closed for the keyless vehicle module (KVM) to activate the quick lock.

Fig. 224: Identifying Lock Motor Tailgate/Trunk Lid

received from the remote control or if the vehicle is unlocked passively. The tailgate/trunk lid can also be
opened separately using a dedicated button on the remote control.
For C70 it is also possible to unlock and open the tailgate using a lock cylinder which is located on the rear
seat's left leading edge.
central electronic module (CEM). This connection reduces the reaction time from the switch being pressed to
the trunk lid or tailgate opening. If the vehicle is locked and the switch pressed in, the keyless vehicle module
(KVM) activates the antenna in the bumper and begins checking for an authorized key. If an authorized key is
found, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) to activate
the lock motor in the trunk lid or tailgate. The lock motor (3/78) is directly connected to the central electronic
module (CEM).
REMOTE CONTROL

NOTE: The remote control looks the same, regardless of whether it supports keyless
function or not. Check that the remote control is the correct type before
programming it for the system. If an incorrect remote control is used, the
keyless functions will not work.
The remote control can be used to activate system functions at a range of up to approximately 20 meters. The
basic functions of the remote control are:
 unlocking the vehicle

 locking the vehicle

 transponder
 function for remote control
 function for the keyless entry system, if applicable.
The transponder is a communication circuit in the head of the key. The transponder has a unique identification
code which connects the key to the vehicle. The transponder is coded. This code must be learned by the central
electronic module (CEM) before the key can be used to start the vehicle when the key is in the ignition switch.
Once the transponder has been programmed for one vehicle, it cannot be programmed for another.
the remote control is pressed. This signal is received by a remote keyless entry (RKE) receiver and is forwarded
on to the keyless vehicle module (KVM). For the remote control to work with the system, a unique code in the
remote control must be learned by the keyless vehicle module (KVM). This takes place during installation at the
factory.
The keyless entry system is used for:
 unlocking
 locking
 passive starting
 passive key warning.
vehicle module (KVM) must learn these codes for communication to function. This takes place during
installation at the factory.
Normally two keys are programmed for the key on delivery. Additional keys can be added afterwards.
a message via the CAN network to the Driver information module (DIM), which, such cases, displays a
communication.
REMOTE KEYLESS ENTRY (RKE)

Fig. 226: Identifying Remote Keyless Entry (RKE)

Remote Keyless Entry (RKE) is located up at the headlining, to the left of the front lighting panel.
The receiver receives signals from the remote control and transmit these on to Keyless vehicle module (KVM)
via serial communication (ISO).
 normal mode
 passive mode.
passive mode for a pre-determined period of time. After this time, the receiver reverts to normal mode. The
difference between these two modes is the way in which the receiver communicates with the key.
in.
Remote Keyless Entry (RKE) is supplied with voltage directly via 30-feed and is grounded in the A-pillar.
LOCKABLE SKI HATCH

(4/59).
LOCKABLE STORAGE COMPARTMENT (OPTION)

Fig. 228: Identifying Lockable Storage Compartment (Option)

SYSTEM OVERVIEW
Fig. 229: Identifying Central Locking System

NOTE: This document describes the central locking system in cars with a keyless
vehicle module (KVM). Some components are different from the standard
central locking system. This document describes the main functions of the
central locking system with keyless entry.
module (CEM).
The central electronic module (CEM) communicates with the constituent units, whether directly connected or
connected in series, via the CAN network.

 deadlocking

 re-locking
 passive functions
The standard locking function unlocks the side doors and activates the lock motor in the trunk lid/tailgate when
the lock button is pressed. The trunk lid/tailgate can then be opened. On the C70 it also unlocks the storage
compartments and the lock for the ski hatch. Unlocking can be carried out using the button on the remote
control or by using the key blade in the driver's door lock cylinder. There are two settings:
 total
 2 stage.
Total unlocking unlocks all doors at the same time. The American market has 2 stage unlocking. The driver's
door unlocks on the first press of the unlock button on the remote control. On the C70 the storage compartments
and ski hatch unlock as well. Press the button again within 10 seconds and the other doors unlock. When
unlocking a 2 stage system with the key, the key must be turned counter-clockwise twice for all doors to unlock.
DEADLOCK
Deadlocking is an option. Deadlocking means that the inner door handles and lock buttons are disengaged when
the central locking is activated. It will not then be possible to open a side door from the inside, even if a window
is smashed. Deadlocking is activated 25 seconds after the vehicle was locked. This function requires lock units
with lock motors for this function. The function can be temporarily disengaged using the switch for reduced
alarm.
VALET LOCKING MODE
the car or when the roof is left open (applies to the C70) when parked.
In practice there is no "locked" mode for the lock on the tailgate/trunk lid. The difference between locked and
central electronic module (CEM). The lock motor is directly connected to the central electronic module (CEM).
Applies to the C70:
The unlocking switch for the fuel tank filler cover is on the light switch module (LSM) at the side of the driver.
LIGHT FUNCTIONS
switch is pulled backwards when the vehicle is parked.
There are switches in the lock units on the side doors and tailgate/trunk lid which indicate whether the doors or
trunk lid/tailgate are open or closed. These switches are also known as door open sensors. There is also a
separate switch at the hood if the car has an alarm. There is no switch at the fuel tank filler cover. The switches
are closed when the door is closed, providing a ground connection to the central electronic module (CEM).
AUTOMATIC LOCKING
RE-LOCKING
PASSIVE FUNCTIONS
The passive functions are controlled by the keyless vehicle module (KVM). These passive functions cover
module (KVM) instead of the central electronic module (CEM).
CUSTOMER SETTINGS
ACKNOWLEDGMENTS
infotainment control module (ICM) or via VIDA (Volvo scan tool).
REMOTE CONTROL
 unlocking
 locking
 panic function
 local lighting.
The remote control also supports keyless functionality when installed in the vehicle. This means that there is an
additional communication circuit in the remote control compared to a "standard" remote control. However, the
appearance of the remote control is identical.
PANIC FUNCTION
The panic function can be activated using the remote control. The panic function activates the horn for 25
seconds. This function is to attract attention in an emergency situation.
The driver door can be unlocked and locked using the key blade that normally is inserted in the remote control.
For C70, this type of lock is also available on the passenger door. For C70 it is also possible to unlock and open
the tailgate from inside the passenger compartment. In the storage compartment in the tunnel console there is a
lock cylinder which is mechanically directly connected to the lock function in the tailgate. It works as a back-up
solution if there should be a problem with the system. The lock cylinder on the driver door is covered by a
mechanical key through a hole on the underside of the casing and pulling outward.
LOCAL LOCKING (C70)
REMOTE UNLOCKING
Volvo On Call can be used to unlock the vehicle from a Volvo Service Center if the customer is unable to open
the vehicle in the normal way for any reason.
CLIMATE CONTROL MODULE (CCM) (2006-2012)

DESIGN
DAMPER MOTOR MODULE (DMM)
Fig. 230: Damper Motor Module

The damper motor module (DMM) consists of a control unit and a stepper motor. The different versions of the
climate control system have up to 5 damper motor modules (DMM). These are for the different functions such
as defroster and recirculation. The climate control module (CCM) communicates with the other damper motor
modules (DMM) via two LIN buses, LIN bus 1 and LIN bus 2.
When regulating the different dampers, the climate control module (CCM) transmits a request for a new damper
position to the each damper motor module (DMM). The damper motor module (DMM) calculates and then
regulates the required direction and number of steps required to obtain the requested position. The damper
motor module (DMM) then transmits information to the climate control module (CCM) indicating the actual
damper position and status.
When replacing the damper motor module (DMM), the new damper motor must be identified by the climate
control module (CCM). This is carried out via VIDA (Volvo scan tool). When replacing the damper motors,
ensure that identification is carried out.
Each damper motor module (DMM) is powered via a relay in the central electronic module (CEM).
There are diagnostics for the damper motor module (DMM).
EVAPORATOR TEMPERATURE SENSOR (ONLY ECC)
Fig. 231: Evaporator Temperature Sensor

The evaporator temperature sensor is installed on the heater. Its role is to inform the climate control module
(CCM) of the temperature of the refrigerant. The climate control module (CCM) controls the request from the
evaporator temperature sensor to activate the air conditioning compressor. The evaporator temperature sensor is
directly connected to the climate control module (CCM).
There are diagnostics for the evaporator temperature sensor.
SWITCH, TUNNEL CONSOLE, FRONT AND REAR (2008-)

Fig. 232: Locating Switch, tunnel console, front and rear (2008-)
Switch, tunnel console, available in two versions, tunnel console front (1) and tunnel console rear (2) (only
C70).
Both these are keypads with room for two switches in each.
If the vehicle is equipped with "blind spot" warning (BLIS), and/or parking assistance (PAS), the tunnel console
front, switch (1) is used to open and close the roof.
In this case, the switch is directly connected to the Convertible Roof Module (CRM) and is then not a LIN node.
Switch, tunnel console rear (2) communicates with Climate control module (CCM) via LIN communication and
controls activation and deactivation of "blind spot" warning (BLIS) and/or parking assistance system (PAS).
If the vehicle is not equipped with "blind spot" warning (BLIS) or parking assistance system (PAS), there is no
switch, tunnel console rear (2).
PASSENGER COMPARTMENT TEMPERATURE SENSOR (ECC ONLY)

Fig. 233: Identifying Passenger Compartment Temperature Sensor (ECC Only)

The passenger compartment temperature sensor is behind the dashboard environment panel on the left-hand
side. The climate control module (CCM) (for ECC) receives the value indicating the present passenger
compartment temperature from the sensor. There is also a fan on the sensor. The fan supplies the sensor with air
from the passenger compartment. This prevents the value from the sensor from being distorted by heat
generated by surrounding electronics.
The passenger compartment temperature sensor and fan are directly connected to the climate control module
(CCM).
There are diagnostics for the passenger compartment temperature sensor and fan.
AIR QUALITY SENSOR (AQS) (ECC ONLY, OPTION)

Fig. 234: Air Quality Sensor

An Air quality sensor (AQS) is available as an option for ECC. The Air quality sensor (AQS) is included with a
particle filter and a humidity sensor (2008-) in a system whose main task is to ensure that the air in the
passenger compartment is free of contaminants.
The task of the Air quality sensor (AQS) is to transmit signals to the Climate control module (CCM) if it
registers increased amounts of contaminated outdoor air.
The air quality sensor (AQS) measures concentrations of COx and NOx.
The air quality sensor (AQS) compares the present values with previous ones and can calculate changes in
pollutant concentrations. The air quality sensor (AQS) communicates with the climate control module (CCM)
via a LIN bus.
The signal from the air quality sensor (AQS) to the climate control module (CCM) has four steps, 0-3:
 signal 0= no increase in or reduced pollutant level

 signal 1 = gradual increase in pollutant level
 signal 2 = medium increase in pollutant level
 signal 3 = rapid increase in pollutant level.
The climate control module (CCM) uses the signal to control the recirculation damper motor.
The air quality sensor (AQS) is under the cowl on the right-hand side of the fresh air intake.
There are diagnostics for the air quality sensor (AQS).
SEAT HEATERS
Fig. 235: Identifying Left Seat Heating Module (SHM)

The system for the seat heaters consists of three different parts:
 a seat heating module (SHM) which controls the function for communicating with the climate control
module (CCM)
 two heater pads
 a temperature sensor.
The seat heating module (SHM) is under the left and right-hand front seat. The heater pads are in the seat and
backrest. The temperature sensor is in the seat.
The seat heating module (SHM) is directly connected to the heater pad and temperature sensor. The seat heating
module (SHM) communicates with the climate control module (CCM) via a LIN bus.
There are diagnostics for the seat heating module (SHM).
BLOWER FAN

The blower fan is brushless, of the permanent magnet type. It supplies airflow through the vehicle, and must be
running for the climate control to connect.
The blower fan is controlled via a PWM signal from the Central electronic module (CEM). The Climate control
module (CCM) controls the speed of the blower fan with a request to the Central electronic module (CEM) via
the CAN network.
The blower fan can be diagnosed via the Central electronic module (CEM), among others, via a PWM control
signal that it sends back to the Central electronic module (CEM).
The climate control module (CCM) has a built-in diagnostic system which continuously monitors internal
functions and input and output signals.
Diagnostic trouble codes (DTCs) are stored in the control module if the climate control module (CCM) detects a
fault. Each diagnostic trouble code (DTC) has a counter which records the number of operating cycles which
have been fault-free since the diagnostic trouble code (DTC) was last stored. A fault which is detected in the
present operating cycle is defined as permanent. A fault which is detected in one or more operating cycles
(although not the present one) is defined as intermittent.
An operating cycle is the period from when the ignition has been off, then on for at least 10 seconds and finally
off for at least 10 seconds.
Using this function, the status or value of parameters can be read off. The presentation of the status or value can
be graphic or digital.
PROGRAMMING THE CLIMATE CONTROL MODULE (CCM), CUSTOMER ADAPTATION
Certain parameters for the climate control module (CCM) can be read off and programmed using this function.
The purpose of this programming is to:
 read the programmed parameters before replacing the control module. This is so the same parameters can
be entered into the new control module
 adapt the function of the control module to the requirements of the driver (customer adaptation).
Programming the seat temperature
Enter the setting for the high and low temperature levels for heating the front seat.
IDENTIFYING THE DAMPER MOTORS
This function is used to identify the damper motor module (DMM) after a replacement. When replacing the
damper motor module (DMM), the new unit will have a general identity on the LIN bus. The damper motor
module (DMM) must then be run to its limit positions. The number of steps the motor can be run between the
limit positions is unique for each damper. This determines the functionality of the new damper motor module
(DMM) for the climate control module (CCM).
CHECKING THE LIN BUS

This function is used to check the components communicating with the climate control module (CCM) via LIN
bus 1 and LIN bus 2. A diagnostic trouble code (DTC) between CCM-0070 and CCM-0072 will be stored,
depending on the fault, if there is a fault in one of the LIN buses. These diagnostic trouble codes (DTCs) can
only be stored for this diagnostic function.
New software can be downloaded into the climate control module (CCM). When ordering software, the
comparison is OK the software is downloaded to the control module.
The entire climate control module (CCM) must be replaced as one unit.
Two different customer parameters can be programmed into the climate control module (CCM). These
customer parameters are stored in the control module but not in the Volvo central database. This means that the
customer parameters must be reprogrammed when hardware is replaced.
For further information about programmable customer parameters, see: PROGRAMMING THE CLIMATE
CONTROL MODULE (CCM), CUSTOMER ADAPTATION
FUNCTION
CONTROLLING THE CLIMATE IN THE PASSENGER COMPARTMENT

Fig. 237: View Of Passenger Compartment Climate Control Components

The way in which the climate in the passenger compartment is regulated depends on the type of climate control
module (CCM) in the car.
ECC
Electronic climate control means that either manual settings or the AUTO function can be used. In the latter
case the control module automatically regulates heat, air conditioning, recirculation and air distribution until the
selected temperature is achieved.
Manual climate control (MCC)
Manual climate control means that heat, air conditioning, recirculation and air distribution must be selected
manually.
Climate control module (CCM) (3/112) regulates the following:
 Activation of the air conditioning (A/C) compressor (8/3) using a request via the controller area network
(CAN) to the engine control module (ECM) (4/46)
 Controlling the damper motors. For ECC (6/48), (6/95), (6/96), (6/102) and (6/103). For MCC (6/48),
(6/95), (6/102) and (6/103)
 The speed of the blower fan (6/28) using a request to the central electronic module (CEM) (4/56) via the
controller area network (CAN).
The climate control module (CCM) regulates the climate in the passenger compartment based on the following
input signals:
 Passenger compartment temperature, signal from the passenger compartment temperature sensor (6/117)
 Outside temperature, signal from the outside temperature sensor (7/69) via the central electronic module
(CEM) on the controller area network (CAN)
 Evaporator temperature (only ECC), signal from evaporator temperature sensor (7/41).
 Status of the side window, signals from the driver door module (DDM) (3/126) and passenger door
module (PCM) (3/127) via the controller area network (CAN)
 Status of the doors, signal from the central electronic module (CEM) via the controller area network
(CAN)
 The sun intensity, signal from sun sensor (7/12) via the central electronic module (CEM). After structure
week 200746, there are 2 signals, one for the right-hand side and one for the left-hand side.
 Speed, signal from the brake control module (BCM) (4/16) via the controller area network (CAN)
 Status of the windshield wipers, signal from the steering wheel module (SWM) (3/254) via the controller
area network (CAN).
The climate control module (CCM) (for ECC) uses information about the status of the side windows and doors
to determine how it should compensate for changes in the passenger compartment temperature. If any side
windows or doors are opened, the climate control module (CCM) will not compensate for a change in the
passenger compartment temperature. Instead it maintains the same level of climate control for the compressor
and blower fan as before.
The climate control module (CCM) (for ECC) uses the signal from the steering wheel module (SWM)
indicating that the windshield wipers are on. This is to regulate the blower fan and the damper motor to remove
any mist from the inside of the windshield when it rains.
For vehicles manufactured before structure week 200745, the following applies:
The climate control module (CCM) (for ECC) uses the signal from the sun sensor to compensate for high sun
intensity. This is done by lowering the temperature of the ventilation air, altering air distribution and increasing
the speed of the blower fan.
For vehicles manufactured after structure week 200746, the following applies:
The Climate control module (CCM) (for ECC) registers the sun intensity on the left and right sides. Using these
signals, the Climate control module (CCM) compensates for the high sun intensity.
This is done by reducing the temperature of the ventilation air on the affected side. The distribution of air is
altered and the speed of the passenger compartment fan is increased.
The climate control module (CCM) (for ECC) uses the signal from the evaporator temperature sensor to control
the activation of the air conditioning (A/C) compressor. If the signal from the evaporator temperature sensor
indicates an evaporator temperature below 6 °C, the compressor is not permitted to start because of the risk of
freezing.
To maintain a constant flow of air in the passenger compartment, the climate control module (CCM) (for ECC)
uses the speed signal from the brake control module (BCM) to regulate the speed of the blower fan. Generally,
as the speed of the car increases the speed of the blower fan decreases.
At higher speeds the flow of air into the fresh air damper is adjusted.
When adjusting the climate settings manually, such as setting the temperature, this is displayed on the
infotainment control module (ICM). The climate control module (CCM) transmits a signal to the infotainment
control module (ICM) (16/1) via the controller area network (CAN).
Electrical additional heater
Climate control module (CCM) (3/112) checks the function of the electrical additional heater.
The central electronic module (CEM) transmits information regularly to the climate control module (CCM), for
example, about the permitted size of the output voltage.
REGULATING SEAT HEAT
Fig. 238: Identifying Seat Heating Module (SHM)

The seat heaters are activated using the switches on the climate control module (CCM) (3/112). The function is
normally switched off. When activating the seat heaters, the first position is high temperature. If the button is
pressed again, the temperature will be low. The status of the indication is displayed via LEDs. The climate
control module (CCM) transmits information about the selected temperature to the relevant seat heating module
(SHM) on the relevant LIN bus. The seat heating module (SHM) then controls the current to the heater pads.
Each seat heating module (SHM) then transmits its present status to the climate control module (CCM).
Communication between the climate control module (CCM) and each seat heating module (SHM) takes place in
the following way:
 seat heating module (SHM), left (9/12) on LIN bus 1

 seat heating module (SHM), right (9/13) on LIN bus 2.
The climate control module (CCM) receives information from the central electronic module (CEM) (4/56)
about the type of seat and upholstery via the controller area network (CAN). The levels for high and low
temperature are adapted for the relevant seat and upholstery by the climate control module (CCM). To a certain
extent, the levels for high and low temperature can be adapted to the wishes of the customer using VIDA
(Volvo scan tool).
RECIRCULATION CONTROL (ELECTRONIC CLIMATE CONTROL ONLY)
Fig. 239: Identifying Climate Control Module (CCM)

For ECC, the climate control module (CCM) (3/112) controls the recirculation during the following conditions:
 the recirculation switch is on (the LED lights orange)

 the system is in AUTO mode and there is a large difference between the desired and current temperature
 the car is equipped with an air quality sensor (AQS), and the recirculation switch is on (the LED lights
green).
The air quality sensor (AQS) (7/159) transmits a signal to the climate control module (CCM) if it detects raised
concentrations of pollutants in the outside air. When this occurs, the climate control module (CCM) transmits a
signal to the damper motor for recirculation (6/48) to close the fresh air damper and to use recirculated air.
The degree of recirculation is controlled by the signal from the air quality sensor (AQS):
 signal 1 provides partial recirculation for speeds below 85 km/h, no recirculation for speeds exceeding 85
km/h
 signals 2 and 3 provide 100% recirculation.
If the high level of pollutants remains the system stays in recirculation for certain time, maximum of 10
minutes. The time that the system is recirculating is determined by the outside temperature, if air conditioning
(A/C) is on or the windshield wipers are activated. The system returns to fresh air for a short time before
recirculation is resumed. The particle filter absorbs most of the pollutant entering the passenger compartment
during this time. The maximum time prevents misting and musty air.
The air quality sensor (AQS) transmits information about the content of pollutants to the climate control module
(CCM). This information is graded into four levels, and the information used for diagnosis.
Recirculation is never permitted if defroster is selected. The climate control module (CCM) (for ECC) also
requests compressor activation when the evaporator temperature exceeds 3 °C.
REGULATING HUMIDITY
Fig. 240: View Of Climate Control Modules

The humidity sensor checks for condensation on the windscreen. In the event of a risk of condensation, it sends
a signal via serial communication to the Central electronic module (CEM) (4/56), which forwards the signal to
via the CAN network to the Climate control module (CCM). Climate control module (CCM) (3/112) receives
the signal and reacts as follows:
1. Dries the incoming air by reducing the set point of the evaporator (for ECC).
2. Starts taking in more fresh air. If the Air quality sensor (AQS) (7/159) has transmitted signals to the
Climate control module (CCM) to close the fresh air damper, the Climate control module (CCM) ignores
the signal and opens the fresh air damper.
3. Transmits signals to the Damper motor module (DMM) defroster (6/102) to increase the air flow on the
front windscreen.
4. Increases the speed of the blower fan by transmitting a signal to the Central electronic module (CEM).
HEATED REAR WINDSHIELD AND DOOR MIRRORS
Fig. 241: Identifying Heated Rear Windshield And Door Mirrors Components
The heated rear windshield and door mirrors are activated by pressing the switch on the climate control module
(CCM) (3/112). The climate control module (CCM) transmits information via the controller area network
(CAN) indicating the status of the electrical heating to the following:
 central electronic module (CEM) (4/56)

 driver door module (DDM) (3/126)
 passenger door module (PCM) (3/127).
By starting the rear demist, together with other actions, the vehicle's alternator is loaded and the engine coolant
temperature rises.
REGULATING THE CLIMATE IN THE PASSENGER COMPARTMENT OF THE C70
The climate control is regulated slightly differently in the C70 when operating the electric retractable roof.
When the roof is opened, the rear windshield defroster switches off. When the roof is then closed, the defroster
switches on again. When the roof is open and the climate control is in the auto mode, the passenger
compartment temperature sensor (6/117) is deactivated.
SWITCHES ON THE KEYPAD

In principle, the keypad on the climate control module (CCM) can be divided into an upper and lower section.
The switches on the lower section directly affect the climate control module (CCM) (3/112) by activating the
following functions. For example:
 climate control
 activation of the seat heaters
 etc.
The upper section covers functions of the infotainment system. When these switches are activated, the climate
control module (CCM) transmits a signal to the infotainment control module (ICM) (16/1) via the controller
area network (CAN). When switches on the keypad are activated, the climate control module (CCM) will light
any LEDs, even if the function is not available for any reason.
ACTIVATING THE PARKING ASSISTANCE SYSTEM (PAS) (2008-)
Fig. 243: Identifying Parking Assistance System (PAS) (2008-)

The function for parking assistance system (PAS) is activated using the switch (3/286) located in the tunnel
console.
The ignition key must be in position II and the engine running for the climate control module (CCM) (3/112) to
accept activation of this function.
When activating parking assistance system (PAS), the Climate control module (CCM) transmits a signal, about
the selected status via the CAN network to the Parking Assistance Module (PAM) (4/86).
Parking Assistance Module (PAM) then sends a signal to the Climate control module (CCM) stating whether
the parking assistance function is on or off.
The Climate control module (CCM) uses the information to light and extinguish the LED on the switch.
ACTIVATING AUTOMATIC START/STOP OF ENGINE (ONLY ON VEHICLES WITH THE FUNCTION

AUTOMATIC START/STOP OF ENGINE)
Fig. 244: Identifying Automatic Start/Stop Of Engine (Only On Vehicles With The Function Automatic
Start/Stop Of Engine)
The function automatic start/stop of engine is activated with the switch (3/286) located in the tunnel console.
The ignition key must be in position II and the engine running for the climate control module (CCM) (3/112) to
accept activation of this function.
When activating the function automatic start/stop of engine, Climate control module (CCM) sends a signal
about chosen status of the function to Engine control module (ECM) (4/46) via the CAN-net.
Then, Engine control module (ECM) sends a signal to Climate control module (CCM) if the function automatic
The Climate control module (CCM) uses the information to light and extinguish the LED on the switch.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 245: Identifying Climate Control Module

The climate control module (CCM) controls the climate control system and the buttons in the dashboard
environment panel.
The climate control module (CCM) is located in the center console. There are four different versions of the
control module (market dependent). These are:
 ECC (Electronic Climate Control) with switches for the carphone in the keypad
 ECC without switches for the carphone in the keypad
 MCC (Manual Climate Control) with switches for the carphone in the keypad
 MCC without switches for the carphone in the keypad.
MCC is a manual climate control system with air conditioning.
The climate control module (CCM) communicates with components which are directly connected and also with
other control modules and components via LIN and CAN communication.
Climate control module (CCM) communicates via two separate LIN busses with:
 damper motors
 air quality sensor (AQS)
 switch, tunnel console, front and rear (2008-)
 seat heaters
The number of components on the LIN buses varies, depending on the equipment level of the vehicle
(ECC/MCC and any options)
The following components communicate on LIN bus 1:
 the damper motor module (DMM) for air distribution

 the damper motor module (DMM) for temperature left
 the left-hand seat heater
 switch, tunnel console, front and rear (2008-)
The following components communicate on LIN bus 2:
 the damper motor module (DMM) for the defroster

 the damper motor module (DMM) for temperature right (ECC only)
 the damper motor module (DMM) for recirculation
 the air quality sensor (AQS)
 the right-hand seat heater.
diagnostic trouble code (DTC) is stored in certain cases if the control module detects a fault.
Any diagnostic trouble codes (DTCs) are stored in the control module memory. The data can be read off using
A simple check to determine that the climate control module (CCM) is powered and grounded is to activate one
of the functions controlled by the buttons on the dashboard environment panel and to check that the LEDs come
on or go out.
SIGNALS
The table below summarizes the input signals to and output signals from the climate control module (CCM).
The signal types are divided into directly connected signals, LIN and CAN communication. The illustration (see
Fig. 246) displays the same information with the Volvo component designations.

Switch DSTC/STC (3/95) (-2006, does not  Switch DSTC/STC (3/95) (-2006, does not
apply to C70) apply to C70)
 Switch BLIS (3/286) (2007-, does not apply  Switch BLIS (3/286) (2007-, does not apply
to the C70) to the C70)
 Passenger compartment temperature sensor  Fan, passenger compartment temperature
(6/117) sensor (6/117).
 Evaporator temperature sensor for ECC (7/41)
Via LIN communication: Via LIN communication:

Damper motor module (DMM) for ECC  Damper motor module (DMM) for ECC
(6/48, 6/95-96, 6/102-103) (6/48, 6/95-96, 6/102-103)
 Damper motor module (DMM) for MCC  Damper motor module (DMM) for MCC
(6/48, 6/95, 6/102-103) (6/48, 6/95, 6/102-103)
 Air quality sensor (AQS) (7/159)  Air quality sensor (AQS) (7/159)
 Seat heating module (SHM), passenger side  Seat heating module (SHM), passenger side
(9/13) (9/13)
 Seat heating module (SHM), driver's side  Seat heating module (SHM), driver's side
(9/12). (9/12).
 Switch, tunnel console, front and rear (2008-)  Switch, tunnel console, front and rear (2008-)
(3/286) (3/286)
 Brake control module (BCM) (4/16)  Accessory electronic module (AEM) (4/78)
 Central electronic module (CEM) (4/56)  Brake control module (BCM) (4/16)
 Combustion preheater module (CPM) (4/7)  Combustion preheater module (CPM) (4/7)
 Driver door module (DDM) (3/126)  Driver information module (DIM) (5/1)
 Driver information module (DIM) (5/1)  Driver door module (DDM) (3/126)
 Engine control module (ECM) (4/46)  Engine control module (ECM) (4/46)
 Passenger door module (PCM) (3/127)  Passenger door module (PCM) (3/127)
 Steering wheel module (SWM) (3/254).  Parking Assistance Module (PAM) (4/86)
 Convertible Roof Module (CRM) (4/59) (2008-)
 Parking Assistance Module (PAM) (4/86)
(2008-)
Fig. 246: View Of Climate Control Module Components

CLIMATE CONTROL SYSTEM (2006-2012)

DESIGN
AIR CONDITIONING
See: AIR CONDITIONING
AIR DISTRIBUTION SYSTEM
See: AIR DISTRIBUTION SYSTEM
BLOWER FAN
Fig. 247: Identifying Blower Fan

The blower fan is a permanent magnet type fan. The fan contains no brushes, which means that there is less
wear. The fan wheel is of the radial type with a guide vane rim on the outer edge of the wheel. The fan wheel is
balanced using steel clips.
FILTER
Fig. 248: Identifying Particle Filter

There are two types of filter.
 Particle filter
 Multi-filter.
The particle filter is standard.
The multi-filter is a CNG filter. The multi-filter is only available for vehicles with electronic climate control
(ECC) and then in combination with the air quality sensor (AQS).
HEAT EXCHANGER
Fig. 249: Identifying Heat Exchanger

In order to heat the air in the passenger compartment, the heating system uses the heat that is generated by the
engine. The heat exchanger is connected to the cooling system for the engine. The outlet connection for the heat
exchanger is located directly on the engine at the point where the pressure and temperature of the coolant are
highest. The coolant flows through the cooling ducts for the engine block and on into the heat exchanger. The
return flow is connected to the return pipe on the suction side of the water pump. The heat exchanger comprises
a pipe loop through which the engine coolant flows. The pipe has flanges that provide heat to the airflow. The
shutters in the distribution housing are set so that the blower fan can direct a larger or smaller portion of the
airflow through the heat exchanger. The air is heated there before being mixed again with the remaining flow
and distributed to the passenger compartment through a number of different vents.
ADDITIONAL HEATER/PARKING HEATER

Fig. 250: Identifying Additional Heater/Parking Heater

The Additional heater/Parking heater is located by the firewall on the right-hand side of the engine
compartment. The heater consists of:
 the heater unit

 the exhaust system with muffler

 the air intake.
The heater is connected to:
 the engine cooling system

 the fuel tank
 the Control area network (CAN).
The heater is checked by CAN signals. The parking heater also has a water pump. Both versions have a fuel
pump (FP) located on the rear axle near the fuel tank for the vehicle.
The turn signal lamp stalk is used to control the heater. The information appears in the driver information
module (DIM).
LOCATION OF THE COMPONENTS IN THE CLIMATE CONTROL SYSTEM

Fig. 251: Identifying Climate Control System Components

HINT: The illustration of the climate control system is drawn from the side.
1. Air intake
2. Blower fan
3. Filter
4. Evaporator
5. Heat exchanger
6. PTC element
7. Temperature shutter
8. Air duct to floor rear
9. Air duct to floor front
10. Air duct to dashboard vents
11. Defroster.
AIR CONDITIONING
Fig. 252: Locating Air Conditioning Main Components

There are five main components in the climate control system:
 evaporator
 receiver
 compressor
 condenser
 throttle valve.
The system is filled with a suitable quantity of refrigerant and oil. The role of the oil is to lubricate and seal the
compressor (piston and cylinder). A fluorescent leak-tracing agent is added to the refrigerant. This makes it
possible to trace leaks using UV light.
In vehicles with the B418S11 engine the compressor is located on the rear edge of the engine. In vehicles with
other engine variants the compressor is located on the front edge of the engine.
PRINCIPLE SKETCH OF THE CLIMATE CONTROL SYSTEM
Fig. 253: View Of Climate Control System Principle Sketch

Included in the climate control system:
1. Compressor
2. Condenser
3. Engine cooling fan (FC)

4. Fixed throttle valve
5. Evaporator
6. Blower fan
7. Receiver.
Explanation:
A - High pressure, warm fluid
B - Low pressure, cold fluid
C - Low pressure, cold gas
D - High pressure, warm gas
Dark arrow - Warm air
Light arrow - Cold air
The system is divided into:
 a low pressure side (B, C)

 a high pressure side (A, D).
The two sides are separated by the compressor (1) and the throttle valve (4). The evaporator (5) is located on the
low pressure side and the condenser (2) is on the high pressure side.
The design of the climate control system in a vehicle is based on the laws of nature, which mean that liquids
evaporate when they are subjected to a temperature increase or a reduction in pressure and that heat is absorbed
during this process.
If the hot vapor is then cooled again, the heat that has been absorbed is released and the gas reverts to liquid
form. This process is repeated as many times as necessary, so that "cooling is produced" continually. This is the
same type of process as used in refrigerators, for example.
REFRIGERANT
In order to remove heat from the passenger compartment a medium that has a lower evaporating temperature
than air is used, because heat will always move from a hotter body to a cooler body. The medium that is used is
refrigerant R134a.
R134a is a gaseous fluorocarbon. It is chlorine free and does not damage the ozone layer. However, R134a is
still environmentally hazardous as it contributes to the greenhouse effect. It is therefore important that all
service work is performed by trained personnel.
R134a retains its gaseous form at normal atmospheric pressure, and only condenses if it is cooled down to
below -26 °C.
R134a has the following properties:
 can only be mixed with synthetic PAG oils (polyalkylglycol) and not with mineral oils
 does not affect metals
 affects some types of plastic, so only special seals that are intended for R134a should be used
 is not explosive
 is odorless
 is not toxic in low doses
 effectively absorbs moisture
 is not flammable
 is heavier than air in gaseous form.
COMPRESSOR
Fig. 254: Identifying Compressor

Vehicles with 5-cylinder engines have a compressor with fixed displacement (fixed cylinder displacement) (2).
Vehicles with 4-cylinder engines have a compressor with variable displacement (1 and 3).
NOTE: The mountings on the compressors may look different.
In vehicles with the B418S11 engine the compressor is located on the rear edge of the engine. In vehicles with
other engine variants the compressor is located on the front edge of the engine.
The compressor is in the refrigerant circuit, located between the receiver and the condenser.
Compressors with fixed displacement have two limits:
 off
 on.
Fig. 255: Identifying Air Conditioning (A/C) Pressure Switch

Air conditioning (A/C) pressure switch
The compressor is controlled by the air conditioning (A/C) pressure switch, which is a mechanical low pressure
switch. The air conditioning (A/C) pressure switch is located between the evaporator and the receiver. In
vehicles with electronic climate control (ECC), the compressor is also controlled by the temperature after the
evaporator.
Compressors with variable displacement (variable cylinder displacement) are not switched off during normal
driving. The flow of refrigerant is continually adapted to requirements. The compressor operates between min.
and max. cylinder displacement by:
 the pistons are driven by a cam pulley, the angle of which can vary
 when the compressor is disengaged, the angle is determined by the springs
 when the compressor is engaged, the angle is determined by the pressure affecting the top side of the
pistons (= intake pressure) and lower side (= pressure in the crank case) during the intake phase
 the pressure on the lower side of the pistons (= in the crank case) is governed by a valve which keeps the
intake pressure constant.
High intake pressure = large cylinder displacement
 The valve opens and lowers the pressure in the crank case. The back pressure on the reverse of the pistons
is then reduced and the angle of the cam pulley increases
 An increased angle gives an increased cylinder stroke which results in a greater volume of refrigerant
being "sucked in" and the inlet pressure dropping.
Low intake pressure = small cylinder displacement
 The valve closes and the pressure in the crank case increases. The pressure is built up by the refrigerant
which is led via a calibrated channel from the outlet side to the crankcase. The back pressure on the
reverse of the pistons is then increased and the angle of the cam pulley reduces
 A reduced angle gives a reduced cylinder stroke which results in a smaller volume of refrigerant being
"sucked in" and the inlet pressure increasing.
The two compressor variants are lubricated with specially developed refrigerant oil. This oil (synthetic PAG oil)
is mixed with the refrigerant when the air conditioning system is in operation.
The compressor is also controlled by the air conditioning (A/C) pressure sensor (gasoline engines) or the air
conditioning (A/C) pressure switch (high pressure switch) which switches off the system if the pressure goes up
to 3.1 MPa (31 bar).
The sensor or switch also controls the engine cooling fan (FC).
The air conditioning (A/C) pressure sensor or air conditioning (A/C) pressure switch is located by the firewall
on the high pressure pipe.
The appearance of sensors and switches differs slightly.

Fig. 256: Identifying A/C Pressure Sensor

A/C pressure sensor
MAGNETIC CLUTCH ASSEMBLY

Fig. 257: Identifying Magnetic Clutch Assembly

1. Carrier disc
2. Shim discs
3. Spring ring
4. Pulley
5. Magnet coil.
The compressor is driven by the engine camshaft via the drive belt. As soon as the engine has started, the pulley
(4) on the compressor drive shaft operates without hindrance.
Then the climate control system is switched on, the current passes through the magnetic coil (5), which is
magnetized. This causes the carrier disc (1) on the compressor drive shaft to be pressed forward towards the
pulley.
The coupling is closed and the compressor accelerates with the engine speed.
When the current to the magnetic coil is interrupted, the carrier disc (1) is released from the pulley (4) with the
aid of return springs.
When the compressor is disconnected the pulley rotates freely without affecting the compressor. When the
solenoid coil is supplied with current the flexible plate is drawn into contact with the pulley. Power is
transferred from the pulley via the plate to the compressor shaft.
In order for the magnetic clutch to function correctly, the distance between the carrier disc (1) and the pulley (4)
must be exactly correct. Shim discs (2) are therefore placed between them.
FIXED THROTTLE VALVE (ORIFICE)

Fig. 258: Identifying Fixed Throttle Valve (Orifice) Components

1. Inlet on the high pressure side

2. Filter insert
3. Internal diameter of the throttle valve
4. O-ring
5. Outlet on the low pressure side.
The fixed throttle valve is a passive flow regulator. It consists of a thin metal pipe which is positioned in a
plastic housing with a filter on both the intake and outlet sides. The filter collects any impurities in the system.
The throttle valve governs the volume of refrigerant which is released from the evaporator. The volume is
affected by the dimensions of the pipe (diameter, length) and the pressure and temperature on both sides of the
pipe.
The throttle valve is located in the evaporator inlet pipe.
The location of the throttle valve can be seen from the outside, as there is a projection in the line. When the air
conditioning system is in operation, this point constitutes the transition between the hot and the cold areas.
NOTE: If the compressor is damaged, the throttle valve can be blocked by metal
particles.
Upstream of the choke valve is the refrigerant in liquid form at high pressure.
The liquid refrigerant flows out under high pressure from the compressor to the inlet side of the throttle valve
(1). Two O-rings prevent the refrigerant from flowing past the throttle valve.
Two filter inserts in the inlet and the outlet of the throttle valve clean the refrigerant of particles. The filter insert
on the outlet side also serves to further distribute the refrigerant.
The calibrated inner diameter (3) of the throttle valve only allows a volume of refrigerant to pass that
corresponds to the pressure. This limits the volume of refrigerant that flows through.
EVAPORATOR
Fig. 259: Identifying Evaporator

The evaporator is an air heated heat exchanger located in the distribution housing for the climate control system.
The evaporator consists of pipe loops in which the refrigerant flows. The loops have flanges to increase the heat
absorbing surface. The evaporator is inclined to make it easier for the condensation to run off. Every hour, 10 -
11 liters of condensation are formed. The condensation is led via a drainage house out of the distribution
housing and down under the vehicle.
In the refrigerant circuit, the evaporator is located on the low pressure side between the throttle valve and the
intake side on the receiver.
In the evaporator there is a low pressure due to the choke valve and the suction effect of the compressor.
When the refrigerant enters the evaporator via the choke valve, it expands and both its pressure and temperature
lower.
When the warm air encounters the cold evaporator, the humidity condenses on the evaporator. The heat
(energy) that is released during condensation is transferred to the refrigerant which evaporates. The temperature
difference between the air and the refrigerant reduces. High humidity results in an increased need for cooling.
To obtain sufficient cooling capacity, the refrigerant's evaporation temperature must be considerably lower than
the temperature desired in the passenger compartment. But to prevent the moisture that has condensed on the
evaporator from freezing to ice, the air is not cooled below approximately +3 °C (at which stage the temperature
of the refrigerant in the evaporator is approximately -3 °C). There is a temperature sensor after the evaporator.
The temperature sensor detects the temperature of the air that has passed through the evaporator. When the
temperature is too low, the system is switched off. This is to prevent ice forming on the evaporator.
It is important that there is the correct amount of refrigerant in the climate control system.
 Too much refrigerant in the evaporator causes the refrigerant to heat up, but it only evaporates partially.
This means that a smaller amount of heat is absorbed from the air, which results in reduced cooling
capacity
 Too little refrigerant in the evaporator causes the refrigerant to evaporate and the vapor to overheat. This
means that a smaller amount of heat is absorbed from the air, which results in reduced cooling capacity.
RECEIVER.
Fig. 260: View Of Receiver

1. Outlet line to compressor

2. Inlet line from evaporator
3. Cover
4. U-pipe
5. Filter insert
6. Refrigerant oil
7. Drying element
8. Leak detection dye (LDD).
The receiver is basically a reservoir containing a drying agent.
The receiver is located to the right (in front of the right-hand front wheel) in the engine compartment.
To avoid damage to the compressor, the receiver is located on the low pressure side to separate the fluid from
the gas. The receiver outlet is located so that only refrigerant in gas form can leave the receiver. Refrigerant in
liquid form is collected in the bottom of the container.
The refrigerant gas passes from the evaporator through the inlet line (2) to the receiver on the intake side. The
gas flows along the cover (3) and creates an eddy current. The drying element (7) binds the moisture that is
absorbed by the refrigerant.
The refrigerant gas collects under the cover, where it is routed out through the opening to the outlet line (1).
Behind the filter insert (5) there is a small hole in the U-pipe (4). The refrigerant oil (6) that collects in the
bottom of the receiver is sucked out through this opening and mixed with the refrigerant gas (oil/gas mixture
ratio: 3%). The hole plays a very important role in the return of oil to the compressor. This means that the
moving parts in the compressor are supplied with sufficient lubrication.
The receiver also contains a small amount of leak detection dye (8).
CONDENSER (AIR COOLED HEAT EXCHANGER)

Fig. 261: Identifying Condenser (Air Cooled Heat Exchanger)

The condenser is located in front of the engine radiator. The airflow and engine cooling fan (FC) blow air
through the condenser. In the cooling system, it is located on the high pressure side opposite the compressor and
the throttle valve.
The condenser consists of pipe loops in which the refrigerant flows. The loops have flanges to increase the heat
radiating surface.
The pipe connection is made of aluminum. To reduce the rotation when connecting pipe/hoses to the junction
block, there is a reinforcement (made of plastic or aluminum) on the block. When disconnecting pipes/hoses, a
counterhold must be used. There is a socket for this in the junction block.
When the refrigerant enters the condenser it is in gas form and has both high pressure and high temperature. In
the condenser the hot refrigerant loses some of its heat to the cooler air. The refrigerant then condenses and
changes into liquid form. The amount of heat given off = the amount of heat taken up in the evaporator + the
amount of heat supplied by the compressor. In order to supply sufficient cooling capacity, the condensation
temperature of the refrigerant must be greater than the temperature of the outside air.
SERVICE VALVES
Fig. 262: Identifying Service Valves

1. Service valve for emptying and vacuum pumping.

2. Service valve for emptying, vacuum pumping and filling of refrigerant.
There are two service valves, one on the low pressure side and one on the high pressure side. To avoid incorrect
connection the valves have different dimensions.
Filling of refrigerant normally takes place on the low pressure side. The liquid refrigerant then stays in the
accumulator and there is no risk that liquid refrigerant will flow to the compressor.
In an orifice system such as this, filling can also take place on the high pressure side.
HOSES, PIPES
All connections, apart from the evaporator, have double O-rings as a seal. The connection to the evaporator has
a single O-ring.
The O-rings are manufactured in a specially developed material (HNBR = hydrated nitrile rubber).

Fig. 263: Identifying Air Distribution System General Components

The air distribution system consists of:
 distribution housing (1):

 blower fan
 damper
 filter
 recirculation throttle.
 air ducts
 vents.
Three dampers control the outgoing air to:
 the defroster
 the dashboard vents
 the floor outlets.
Fresh air enters through the gap between the hood and the windshield.
After circulating, the air leaves the passenger compartment via the evacuation valves in the cargo compartment.
DISTRIBUTION HOUSING
Fig. 264: View Of Distribution Housing

1. Defroster damper
2. Ventilation damper
3. Floor damper
4. Temperature damper.
By changing the direction of the dampers in the distribution housing, air is directed from the fan through the
various air ducts out to the passenger compartment.
The temperature is regulated by mixing hot and cold air. The temperature damper is regulated by an actuator
motor in vehicles with manual climate control (MCC). Electronic climate control (ECC) has two actuator
motors and a split temperature damper. This makes it possible to have different temperatures on the driver's side
and the passenger side. The dampers are regulated proportionally to ensure that the passenger compartment
achieves the selected temperature.
DAMPER AND DAMPER MOTORS
Dampers controlled by several damper motor modules (DMM) are located in the distribution housing.
Electronic climate control (ECC) has five dampers and damper motors. Manual climate control (MCC) has four
dampers and damper motors.
RECIRCULATION DAMPER
There are two ways for the ventilation system to draw in air:
 through fresh air from outside via the gap between the hood and the windshield
 recirculated air from the passenger compartment.
The air distribution system therefore has two air inlets. These are closed alternately by a flap (recirculation
damper).
The recirculation damper is speed controlled, which means that the damper reduces the size of the hole to the air
inlet the higher the speed. This is done to keep the airflow constant, irrespective of the speed of the vehicle.
DASHBOARD VENTS
Fig. 265: View Of Dashboard Vents

There are four vents on the dashboard. Two are located in the middle at the front and one on either side.
The air flow can be regulated, fully closed or steered in the required direction using a damper. The damper is
controlled with the thumb wheel located on the side of the vent. (See illustration).
DEFROSTER VENTS
There are four defroster vents, two for the windshield and two for the front side windows. The two for the
windshield are designed so that the majority of the air is directed up against the windshield. The remaining air
trickles out at the bottom edge of the windshield to help keep the windshield wipers free of ice. The air ducts to
the side window defrosters are a continuation of the windshield ducts.
FLOOR VENTS
There are four air vents in the floor. Two are located directly beneath the soundproofing panel, under the
steering wheel on the driver's side and directly below the glove compartment on the passenger side. The other
two are located one under each seat and face backwards.
EVACUATION VALVES
In 4-door vehicles, the air vents are located at the edge between the parcel shelf and the rear windshield. The air
goes from here through the cargo compartment and on out through the air vents behind the rear bumper. In 5-
door vehicles, the air passes directly out through the air vents in the cargo compartment.
There are rubber flaps in the air vents. The flaps open when the air pressure is slightly higher in the passenger
compartment that outside. When the air pressure is the same on the inside and the outside, the flaps close. This
prevents water from penetrating.
CLIMATE CONTROL SYSTEM (2006-2012)

FUNCTION
AIR CONDITIONING
See: AIR CONDITIONING
See: AIR DISTRIBUTION SYSTEM
BLOWER FAN
Fig. 1: Identifying Blower Fan

The blower fan provides the airflow through the vehicle.
The blower fan must be operating before the climate control system can be engaged.
FILTER
Fig. 2: Identifying Particle Filter

The particle filter cleans the air of particles such as dust and pollen, which would otherwise pass through the air
intake into the passenger compartment.
The multi-filter has the same function as the particle filter, but also neutralizes unpleasant smells and keeps the
air as free from gases as possible. In vehicles that have the multi-filter, known as the air quality system (AQS),
there is also an outside air sensor that ensures that the recirculation closes in the event that the content of gases
in the outside air increases. This increases the service life of the multi-filter.
HEAT EXCHANGER
Fig. 3: Identifying Heat Exchanger

The task of the heat exchanger is to provide heat for the passenger compartment.
PTC ELEMENT (POSITIVE TEMPERATURE COEFFICIENT)

Fig. 4: Identifying PTC Element (Positive Temperature Coefficient)

The electric PTC element speeds up the supply of heat to the passenger compartment when cold-starting. It is
automatically connected when starting in cold conditions.
ADDITIONAL HEATER/PARKING HEATER

Fig. 5: Identifying Additional Heater/Parking Heater

The additional heater/parking heater produces heat by burning gasoline. The heat is distributed via the engine
cooling system to the heat exchanger and on out into passenger compartment.
When the engine is running, the additional heater can provide extra heat to the passenger compartment in the
event that the engine is unable to provide sufficient heat. When the engine is not running, the parking heater can
heat the passenger compartment (and the engine). This function can be started directly or using a timer.
In order to start the additional heater, all the following conditions must be satisfied:
 The engine speed (RPM) is higher than 500 RPM. (The additional heater will not operate while the
engine is being started - minimizing the risk of the battery becoming too weak.)
 The ambient temperature is below 5 °C
 The driver has selected a temperature for the passenger compartment that demands additional heat and the
blower fan is operating
 The fuel level is above 5 liters.
The additional heater is switched off when one or more of the following conditions are satisfied:
 The engine speed (RPM) is lower than 400 RPM

 The ambient temperature is above 11 °C
 The driver has selected a temperature for the passenger compartment that does not demand additional heat
and the blower fan is switched off
 The fuel level is below 3 liters.
The parking heater is controlled via the turn signal lamp stalk. The information appears in the driver
information module (DIM). When the engine is started, after the parking heater has been switched on, the
parking heater will remain in operation for a further 2 minutes. During these 2 minutes, the heater detects
whether all the conditions have been satisfied in order for it to remain switched on. This is to avoid stopping
and restarting the heater.
Fig. 6: View Of Air Distribution System

The air distribution system distributes the air to the passenger compartment. It is used jointly by the heating
system and the cooling system in the climate control system. The blower fan draws air into the system.
Fresh air is taken from through the gap between the hood and the windshield.
The air passes through the filter and the evaporator, past the temperature damper and possibly though the heat
exchanger, before being released into the passenger compartment through the vents.
After circulating, the air disappears out of the passenger compartment though air vents at the rear of the vehicle.
THE DAMPERS
The task of the dampers is to control the amount of air that goes to each air duct and on out into the passenger
compartment.
The temperature damper controls how much air goes through or outside of the heat exchanger. The split
temperature damper on vehicles with electronic climate control (ECC) means that it is possible to set different
temperatures on the driver's side and passenger side.
RECIRCULATION
The recirculation damper regulates the amount of incoming fresh air. The recirculation function makes it
possible to prevent outside air from entering the passenger compartment, for example when the ambient air is
contaminated with exhaust fumes, smoke, etc. This function can also be used for rapid heating or cooling of the
passenger compartment.
If the recirculation function is used for an extended period, the air humidity in the passenger compartment
increases. This is due to the moist air exhaled by the passengers. This can result in mist on the windows.
In the max. cooling control position, approximately 85% of the incoming air is taken from the passenger
compartment and approximately 15% from outside. This produces more rapid cooling of the passenger
compartment air.
In vehicles with an air quality system (AQS), the transition to recirculation takes place automatically if the level
of contaminants in the outside air increases.
DASHBOARD VENTS
Fig. 7: View Of Dashboard Vents

The vents are adjustable so that the air can be throttled, blocked or steered in the desired direction.
If the side vents are aimed at the side windows, they help to remove mist from the windows.
DEFROSTER VENTS
Mist forms easily on the windows in cold, damp weather. The defroster vents release air towards the front
windows. The air flow removes the mist that forms. As the air is dry, the airflow also prevents moist air from
the passenger compartment reaching the glass, so countering misting. The air conditioning contributes
significantly to these functions by dehumidifying the air at temperatures above 0 °C.
FLOOR VENTS
The four floor vents release heated or cooled air at the feet of the driver and passenger.
EVACUATION VALVES
The evacuation valves are used to even out the pressure in the passenger compartment.
The rubber dampers in the evacuation valves open when the air pressure is slightly higher in the passenger
compartment than outside. When the air pressure is the same on the inside and the outside, the rubber dampers
close. This prevents water from penetrating the passenger compartment.
AIR CONDITIONING
Fig. 8: Locating Air Condition System

The air conditioning only functions at ambient temperatures above 0 °C. At temperatures lower than this, the
pressure in the system is too low and the compressor is never engaged.
The air conditioning only functions when the engine is running. It functions regardless of engine speed (RPM)
and vehicle speed. The blower fan must also be operating before the climate control system can be engaged.
The air conditioning system has only two positions, off and on. If it is too cold in the passenger compartment,
the temperature can be controlled with the normal heat and blower fan controls.
Air conditioning is based on the same principle as that used in refrigerators.
REFRIGERANT
Fig. 9: View Of Climate Control System Principle Sketch

1. Compressor
2. Condenser
3. Engine cooling fan (FC)
4. Fixed throttle valve
5. Evaporator
6. Blower fan
7. Receiver.
Explanation:
A - High pressure, warm fluid
B - Low pressure, cold fluid
C - Low pressure, cold gas
D - High pressure, warm gas
Dark arrow - Warm air
Light arrow - Cold air
By allowing the refrigerant to circulate in the closed system and changing the pressure and volume it will
change temperature and boil (evaporate). At the pressure found in the system, approximately 170 - 320 kPa (1.7
- 3.2 bar), the refrigerant boils at approximately 0 to +4 °C.
A condition of the refrigerant boiling is that the heat is accessible. This heat is taken from the air around the
evaporator where boiling occurs. When the heat is taken up by the refrigerant the surrounding air becomes
cooler. It is this cooled air that is blown into the passenger compartment by the climate control system blower
fan. The heat taken up by the refrigerant in the evaporator is transported out to the engine compartment, where
it is transferred to the air by the condenser. The condenser is cooled by the airflow and the engine cooling fan
(FC).
COMPRESSOR
Fig. 10: Identifying Compressor

The task of the compressor is to:
 draw gaseous refrigerant from the evaporator

 compress the gas thereby increasing its pressure and temperature
 expel the gas with high pressure and high temperature to the condenser.
The compressor takes in cold refrigerant gas from the receiver on the intake side through the low pressure
connection.
In ideal conditions, the compressor compresses the refrigerant from approximately 200 kPa (2 bar) to between
1.2 MPa and 2.1 MPa (12 and 21 bar). During the process, the refrigerant heats up from 0 °C to between 70 °C
and 110 °C. These pressure and temperature values apply when the system is operating under optimal
conditions.
The relief valve, located on the rear section of the compressor, functions as an extra safety device. The valve
opens and releases refrigerant when the pressure in the system is too high (at approx. 3.5 MPa (35 bar)). The
valve then shuts again when the pressure has returned to normal.
The temperature of the refrigerant gas can increase to as much as 125 °C.
The compressor can only compress gases, as liquid would damage the compressor.
FIXED THROTTLE VALVE (ORIFICE)
Fig. 11: Identifying Fixed Throttle Valve (Orifice) Components

1. Inlet on the high pressure side

2. Filter insert
3. Internal diameter of the throttle valve
4. O-ring
5. Outlet on the low pressure side.
The task of the throttle valve is to:
 regulate the quality of refrigerant that flows through en-route to the evaporator
 separate the high pressure side from the low pressure side.
Upstream of the throttle valve is the refrigerant in liquid form at high pressure.
The throttle valve ensures that the correct amount of refrigerant is released to the evaporator. The quantity of
refrigerant must be sufficient that the final remains evaporate precisely before the evaporator outlet.
Too little refrigerant causes the refrigerant to evaporate quickly and the vapor to overheat. This results in
reduced cooling capacity.
Too much refrigerant means that some of the refrigerant does not evaporate, but is heated up. This results in
reduced cooling capacity. In addition there is the risk that some of the refrigerant in liquid form reaches the
compressor. This may damage the compressor because liquid cannot be compressed.
EVAPORATOR
Fig. 12: Identifying Evaporator

The task of the evaporator is to cool and dry the air.
Heat is extracted from the air that flows over the outside of the evaporator housing. In this way, cooled air is
directed into the passenger compartment. In the evaporator the heat is transferred from the warm air to the cold
refrigerant. The refrigerant then begins to boil and evaporates.
The refrigerant, in liquid form, is injected into the evaporate in precisely measured volumes. The refrigerant
evaporates as a result of the sudden drop in pressure and emits heat energy during this process.
When the air entering the passenger compartment encounters the cold evaporator, the humidity in the air
condenses on the evaporator. The water drains out under the vehicle via a drain hose. In the event of high
humidity, this may be considerable quantities of water, which is often mistaken for a water leak from the engine
for example. Water that condenses binds and takes with it some of the dust and the larger impurities in the air.
Therefore the air conditioning system also helps to purify the air.
The refrigerant volume that is measured by the throttle valve is injected into the evaporator. As soon as the
refrigerant enters the cooling pipes, it evaporates due to the drop in pressure. During this process, heat is also
extracted from the cooling pipes. The cooling pipes and the entire evaporator cool immediately. The refrigerant
gas is then drawn out using the compressor.
The airflow through the evaporator is cooled and dried, and then forwarded to the passenger compartment via
the air distribution ducts.
During this process, the moisture in the air condenses on the evaporator flanges. Dust, pollen, etc., which is
deposited on the damp evaporator is rinsed away. This cleans and dries the air.
RECEIVER.
Fig. 13: Identifying Receiver

The task of the receiver is to:
 function as a filter, taking up and binding moisture (water) found in the system
 refrigerant
 oil
 leak detection dye.
 protect the compressor from refrigerant in the liquid phase (separates refrigerant in gaseous form and
liquid form)
 refrigerant
 oil
 function as a storage container for:

 refrigerant
 oil

The leak detection dye mixes with the oil. When a leak occurs, it is possible to locate the leak with UV light.
CONDENSER (AIR COOLED HEAT EXCHANGER)
Fig. 14: Identifying Condenser (Air Cooled Heat Exchanger)

The task of the condenser is to cool, so converting the hot, gaseous refrigerant to a liquid.
The compressor pumps in hot refrigerant gas under high pressure. The gas has a temperature of between 70 and
110 °C in the intake on top of the condenser.
When the hot gas flows through the pipe loop, it is cooled down and condensed. The heat that is removed from
the gas during this process is transferred to the surrounding air. The engine cooling fan (FC) increases the
airflow through the condenser. This increases the transfer of heat from the refrigerant to the outside air.
The fan is controlled with the aid of a high pressure switch or a linear high pressure sensor located in the
refrigerant line. The fan is also controlled by the fan thermostat located in the coolant circuit.
SERVICE VALVES
Fig. 15: Identifying Service Valves

1. Service valve for emptying and vacuum pumping.

2. Service valve for emptying, vacuum pumping and filling of refrigerant.
The service valves are used for:
 checking the system through manometer connections

 draining the system of refrigerant
 vacuum pumping
 filling of refrigerant, which normally takes place on the low pressure side but can also take place on the
high pressure side in an orifice system such as this.
OVERVIEW
Fig. 16: View Of Climate Control System Overview

The climate control system is no longer a luxury item in modern vehicles. It has instead become a factor for
active safety, and can now be considered part of the safety equipment in the vehicle.
Reduced passenger compartment temperature - increased safety.
It is well documented that the human performance abilities are reduced in heat. Research carried out in traffic
and in a normal vehicle demonstrated that when the passenger compartment temperature was increased from 21
to 27 °C:
 the risk of the driver missing important traffic information (hazard warnings, traffic signals, signs etc.)
increased by 50%
 driver reaction times were 22% slower.
With an air conditioning system in the vehicle, car travel is both more comfortable and safer.
A climate control system provides increased comfort by:
 cooling the air in the event of high temperatures in the surrounding air or in warm, sunny conditions
 warming the air in the event of low temperatures

 dehumidifying the air
 filtering the air.
The relative humidity of the air is extremely important for our well-being. We perceive a relative humidity of
30-60% to be comfortable, as the moisture that is given off by the human body can easily be absorbed by the
surrounding air.
If the humidity exceeds 75%, we perceive it to be oppressive and uncomfortable in warm weather, as the air
cannot absorb much more moisture. For this reason, the climate control system is designed to regulate both
temperature and air humidity.
The vehicle is equipped with either:
 Electronic climate control, ECC

 Manual climate control, MCC.
Fig. 17: Identifying Electronic Climate Control (ECC)

Electronic climate control, ECC
ECC is a fully automatic climate control system that has air conditioning and the option of manual settings.
Using this system it is possible to set different temperatures on the driver's side and the passenger side.
Fig. 18: Identifying Manual Climate Control (MCC)

Manual climate control, MCC
MCC is a manual climate control system with air conditioning.
The climate control system comprises a heater and an air conditioner. These are combined in the distribution
housing to form a single unit with a shared ventilation system for distributing heating and cooling in the
passenger compartment.
The system mixes the air, i. e. hot and cold air are mixed to achieve the desired temperature. One advantage of
this is that the temperature in the passenger compartment can be changed quickly if required. Another
advantage is that the ECC system compensates extremely quickly when the external conditions change.
The climate control module (CCM) controls the climate control system and the buttons in the dashboard
environment panel.
The climate control system also includes a number of sensors.
As an option, it is possible to have an additional heater/parking heater. When the engine is running, the
additional heater can provide extra heat to the passenger compartment (and the engine).
The parking heater can heat up the passenger compartment (and the engine) when the engine is not running.
This function can be started directly or using a timer.
COMBUSTION PREHEATER MODULE (CPM) (2006-2012)

DESIGN
PARKING HEATER
Fig. 19: Identifying Parking Heater

The start time of the heater is programmed by the driver selecting the desired function using the stalk on the
steering wheel module (SWM) and the driver information module (DIM). The driver information module
(DIM) transmits the information on to the central electronic module (CEM).
Approximately 50 minutes before the desired departure time, the central electronic module (CEM) transmits
information to the combustion preheater module (CPM) about:
 outside temperature
 quantity of fuel
 the operating status of the vehicle
 a request to calculate the start time of the heater.
The combustion preheater module (CPM) calculates the start time, based on information from the central
electronic module (CEM), and starts the heater at the calculated time.
The climate control module (CCM) is activated when the engine coolant temperature (ECT) is greater than +30
°C. The blower fan starts and distributes the air in the passenger compartment.
When the heater is started directly using the control stalk, it runs until it is shut off or for a maximum of 60
minutes. The heater fan remains activated for 10 minutes after the set time to allow for the driver getting to the
car late.
When the heater is activated, the information lamp in the driver information module (DIM) lights. The lamp
goes out when the heater is deactivated. If the heater is activated and the driver locks the vehicle, the
information lamp will go out approximately 25 seconds after the vehicle is locked. If the heater or the timer are
activated and ignition is switched on, a text message will be displayed in the driver information module (DIM).
Certain conditions must be met before the heater can start. These are:
 outside temperature below +25nbsp; °C (at 25 °C the heater switches off)

 quantity of fuel more than 4.5 liters for the parking heater and 7.5 liters for the engine coolant heater
 no diagnostic trouble code (DTC) preventing the heater from starting are stored in the control module
 an airbag has not deployed.
When the conditions are met, the heater glow plug is activated for 1 minute.
A diagnostic trouble code (DTC) is stored in the combustion preheater module (CPM) if the heater makes two
failed start attempts. The combustion preheater module (CPM) will not attempt to start the heater again until the
next operating cycle. A diagnostic trouble code (DTC) is stored in the combustion preheater module (CPM)
after ten operating cycles with failed start attempts. The heater cannot then be started until the diagnostic trouble
code (DTC) has been erased.
If the combustion preheater module (CPM) registers too low battery voltage or too low fuel level, the heater
will be deactivated and a warning message displayed in the driver information module (DIM).
REMOTE START OF PARKING HEATER

Applies from and incl. structure week 201020.
With remote start of the parking heater it is possible to set timers for the parking heater as well as start the
parking heater directly via a computer with Internet connection or via mobile telephone.
most recent operating cycle is defined as permanent. Other faults are defined as intermittent. If for some reason
a fault disappears after the diagnostic trouble code (DTC) has been permanently stored in the control module,
information about the fault is stored in the control module.
READING OFF THE VOLVO ON-BOARD DIAGNOSTIC (OBD) SYSTEM
Information about faults and other data can be read off using VIDA (Volvo scan tool). VIDA communicates
with the control module in a standardized interface.
VOLVO ON-BOARD DIAGNOSTIC (OBD) SYSTEM
Using VIDA (Volvo scan tool) it is possible to:
 read off and erase stored diagnostic trouble codes (DTCs)

 continuously monitor the values and status of the input and output signals for the signals
 activate certain functions
 read off the control module identification.
The following conditions must be met before the Volvo on-board diagnostic (OBD) system is activated:
 the ignition must be on

 the battery voltage must be normal.
This function can be used to continuously read off the values and status of the control module's input and output
signals.
 Engine coolant temperature sensor. The coolant temperature in the heater

 Overheat protection thermostat. The coolant temperature in the heater
 Flame sensor. The temperature at the flame sensor
 Modulation degree glow plugs. Reading off the degree to which the glow plug is activated
 Fuel pump frequency. Reading off the frequency of the fuel pump
 Water pump. On: Water pump activated. Off: Water pump deactivated
 Fuel level, status. Reading off the lowest permitted quantity of fuel to allow the heater to start
 Lowest permitted battery voltage. Reading off the lowest permitted battery voltage to allow the heater
to start
 Highest permitted battery voltage. Reading off the highest permitted battery voltage to allow the heater
to start.
The components and functions in the engine coolant heater system can be activated using this function.
The following components can be activated:
 Combustion fan. Activating the combustion fan. A "buzzing" sound can be heard from the combustion
fan when it is activated
CAUTION: Do not activate this function for more than 10-20 seconds.
 Glow plugs. Activating the glow plug

 Fuel pump. Activating the fuel pump. A "buzzing" sound can be heard from the fuel pump when it is
activated
 Water pump. Activating water pump. A "buzzing" sound can be heard from the water pump when it is
activated
 Heater. Activating the heater procedure.
NOTE: The ignition must be on for activation to occur.
memory. The codes contain information about the control module:


 software P/N
New software can be downloaded into the combustion preheater module (CPM). When ordering software, the
The controller area network (CAN) is used for a total software reload.
ADD ACCESSORIES
The following accessories can be ordered to add functions:
 engine coolant heater

 parking heater
 upgrading to the parking heater from the engine coolant heater.
FUNCTION
The vehicle configuration can be read off to check which functions the car is equipped with. Use VIDA (Volvo
scan tool). The following affect the function of the heater:
 parking heater or not

 remote start.
FUEL DRIVEN PARKING HEATER

Fig. 20: Identifying Fuel Driven Parking Heater Components

The driver sets the desired departure time using one of the two timer functions in the display on the driver
information module (DIM) (5/1). The time is programmed by twisting the ring on the control stalk and by
pressing the SET button for the desired time (timer 1, timer 2 or direct start).
If the engine has not run since the last timer controlled start of the heater, the combustion preheater module
(CPM) (4/7) will not permit the heater to be started again until the engine has been started.
The central electronic module (CEM) (4/56) receives information about the desired departure time from the
steering wheel module (SWM) (3/254) and the driver information module (DIM).
Approximately 50 minutes before the desired departure time, the central electronic module (CEM) transmits
information to the combustion preheater module (CPM) about:
 outside temperature
 quantity of fuel
 the operating status of the vehicle
 a request to calculate the start time of the heater.
The combustion preheater module (CPM) calculates the start time, based on information from the central
electronic module (CEM), and starts the heater at the calculated time. The heater calculates when start is
required (15-50 minutes before the intended departure at temperatures between -10 °C and +15 °C).
The run time of the heater is a maximum of 60 minutes at temperatures lower than -10 °C.
The running time of the heater is at least 15 minutes before the planned departure (temperatures between +15 °C
and +25 °C).
When the heater is started directly using the control stalk, it runs until it is shut off or for a maximum of 60
minutes. The heater remains activated for 10 minutes after the set time to allow for the driver getting to the car
late. A text message is displayed in the driver information module (DIM) when the heater is running.
REMOTE START OF PARKING HEATER
ENGINE COOLANT HEATER AND PARKING HEATER

Fig. 21: Identifying Fuel Driven Parking Heater Components

If the parking heater has been programmed and the driver comes to the car earlier than anticipated, the engine
coolant heater will engage when the car is started. The engine coolant heater determines whether the heater
must be activated or not if the driver does not deactivate the function using the ring on the control stalk in the
steering wheel module (SWM) (3/254).
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 22: Locating Combustion Preheater Module (CPM)

The primary task of the combustion preheater module (CPM) is to manage the functions for:
 engine coolant heater

 parking heater
 remote start
The electrical engine block heater is managed by the accessory electronic module (AEM).
The same control module is used for both the engine coolant heater and the parking heater. Depending on the
vehicle configuration, the heater can function as an engine coolant heater or as a parking heater. The heater,
which uses radiant heat, is not capable of maintaining a comfortable passenger compartment temperature.
The combustion preheater module (CPM) is positioned on the right-hand side of the engine compartment.
The combustion preheater module (CPM) communicates both with directly connected components and with
other control modules via CAN communication.
The control module checks activations that are made, and the input and output signals through integrated
diagnostics. A diagnostic trouble code is generated if the control module detects a fault. Any diagnostic trouble
codes are stored in the control module memory. The information can be read off using VIDA (Volvo scan tool).
A simple way to check that the combustion preheater module (CPM) is supplied with power is to activate the
heater. Listen if the heater starts. It can be activated using:
 the control stalk on vehicles with a parking heater
SIGNALS
The table below summarizes the input signals to and output signals from the combustion preheater module
(CPM). The illustration below (Fig. 23) displays the same information with the Volvo component designations.

- Water pump (only parking heater) (6/73)

 Fuel pump (FP) (6/35).
 Central electronic module (CEM) (4/56)  Driver information module (DIM) (5/1)
 Engine control module (ECM) (4/46)  Climate Control Module (CCM) (3/112)
 Steering wheel module (SWM) (3/254)  Central electronic module (CEM) (4/56)
 Climate Control Module (CCM) (3/112)  Accessory electronic module (AEM).
 Accessory electronic module (AEM) (4/78).  Phone module
 Phone module (PHM) (16/60) (option, from
and incl. structure week 201020)
Fig. 23: Identifying Combustion Preheater Module Components

COMPASS
DESIGN
COMPASS
Fig. 24: Identifying Compass

The compass is integrated in the rear view mirror. The compass display is integrated in the mirror glass. The
display is a vacuum-fluorescent type. The display is linked to the dashboard dimmer system. The lighting
strength is controlled along with the dashboard dimmer function.
When the vehicle is started, all the segments light up in the display. All the segments then go out after a couple
of seconds. The display then functions normally.
The compass has a button which is used to:
 set the magnetic zone in which the car is being driven

 calibrate the compass.
MAGNETIC ZONES
Fig. 25: Identifying Magnetic Zones

In many places, magnetic north is different from true north. In order to compensate for this difference, the
compass uses a method that divides the globe into 15 different zones. If the compass is not set for the zone in
which the vehicle is being driven, it may display the wrong direction. If the vehicle is transported between
different zones, the magnetic zone setting must be altered manually.
CALIBRATION
Fig. 26: Identifying Compass Calibration

Calibration of the compass is necessary for it to display the correct direction. During calibration, the compass
detects the magnetic field from the vehicle, which must be taken into consideration when calculating the
compass direction.
The compass must be calibrated when:
 the display does not show a compass direction within a couple of seconds. This may be due to a highly
magnetic object being placed in the vicinity of the compass, such as an antenna
 the compass does not display the correct direction, even though the correct magnetic zone has been set.
The compass has two different calibration statuses:
 initial calibration status

 continuous calibration status.
On delivery from the manufacturer, the compass is in initial calibration status. The compass can also switch to
initial calibration status if it is affected by a strong magnetic field. In this status, the character C appears in the
display.
When the character C does not appear in the display, the compass is in continuous calibration status. The initial
calibration is concluded and the compass now only performs fine adjustments to the calibration.
In continuous calibration status:
 the compass direction is calculated every 2 seconds, as long as the compass is not affected by a strong
magnetic field
 the compass calibrates itself continually during normal driving
 if the vehicle is driven across a magnetic zone limit, the compass adjusts itself
 the compass compensates automatically for slow changes in the vehicle magnetism, which occur as the
car gets older
 the compass detects and corrects itself for dramatic changes in the vehicle magnetism, for example when
a magnetic antenna is installed near the compass
 the display is cleared if the compass detects a very strong magnetic field.
FUNCTION
COMPASS
Fig. 27: Identifying Compass Direction

The compass detects the magnetic pull of the North and South Poles. Using this, the compass calculates the
direction in which the front of the vehicle is pointing.
The display in the rearview mirror's upper right corner shows compass direction. Eight different directions can
be shown using the English abbreviations and.
 : North
 : Northeast
 : East
 : Southeast
 : South
 : Southwest
 : West
 : Northwest
OVERVIEW
Fig. 28: Identifying Compass Direction

The purpose of the compass is to display the direction in which the front of the car is pointing.
The compass is integrated in the rear view mirror. The compass display is integrated in the top right-hand
corner of the rear view mirror. Eight different compass points can be displayed, using the abbreviations N, NE,
E, SE, S, SW, W and NW.
 N : North
 NE : Northeast
 E : East
 SE : Southeast
 S : South
 SW : Southwest
 W : West
 NW : Northwest.
CONTROL MODULES, DOORS (2008-2012)

DESIGN
DRIVER'S DOOR CONTROL PANELS

Fig. 29: Locating Driver Door Control Panels

The driver door module (DDM) uses LIN communication to communicate with the control panel for power
windows and door mirror operation in the driver's door. The central locking control panel in the driver's door in
directly connected to the driver door module (DDM). The driver door module (DDM) receives input signals
from the control panels, at which time it performs the function or uses CAN or LIN communication to forward
the signal to the control module that will perform the function.
The following functions can be controlled via the control panels:
 all power windows

 all windows up/down (instead of child-proof lock)
 operating the door mirrors
 central locking.
PASSENGER DOOR CONTROL PANELS

Fig. 30: Identifying Passenger Door Control Panel

The control panels in the passenger door are directly connected to the passenger door module (PDM).
Passenger door module (PDM) receives the input signals from the control panels. The control module then
carries out the function or transmits the signal on using CAN communication to the control module which is
carrying out the function.
 power window mechanism in the passenger door

THE DOOR LOCK
The passenger door module (PDM) and driver door module (DDM) have diagnostics for the front door lock
units.
THE POWER WINDOW MECHANISM

Fig. 31: Identifying Driver Door Module & Passenger Door Module (PDM)
The power window on the driver's side is operated via the control panel in the driver's door. The power window
on the passenger side is operated either via the control panel in the passenger door or via the control panel in the
driver's door.
The window lift mechanisms can be operated when the ignition key is in position I or II. The windows can also
be operated from when the ignition is switched off until one of the front doors is opened.
The control panel in the driver's door has four spring-loaded switches that operate the individual windows.
The control panel in the passenger door has a spring-loaded switch for operating the window in the door.
The control panels in the left rear door and right rear door, each have a spring loaded switch to operate the
relevant power window.
The switches for the window lift mechanisms in all doors have five positions which control the position of the
window:
0) Normal position where the function is passive.
1) step 1 upwards, raises the window for as long as the button is activated.
2) step 2 upwards, automatically fully closes the window (AUTO-UP).
-1) step 1 downwards, lowers the window for as long as the button is activated.
-2) step 2 downwards, fully opens the window automatically (AUTO-DOWN).
The rear window lift mechanisms can be switched off using a child lock switch in the control panel in the
driver's door. When the child lock is activated, the rear windows cannot be operated from the rear seats.
However, the rear windows can still be operated from the control panel in the driver's door (does not apply to
the C30 or C70).
In the C70 the control panel in the driver's door is equipped with a button, which operates all windows up or
down.
This switch has three positions that control:
 Normal position where the function is passive.

 Down, automatically operates all windows down (AUTO-DOWN).
 UP, operates all windows up as long as the button is held in.
The window lift mechanisms have a hall sensor which measures the rotation speed of each lift mechanism,
allowing the mechanisms to determine the position of the window. If a Hall sensor is not functioning in one of
the window lift mechanisms, the AUTO-UP or AUTO-DOWN function for that window is not available.
In all the doors the power window lift mechanism, power window lift motor and Hall sensor and control module
form one unit and cannot be replaced separately.
All power window lift mechanisms in the front doors have an integrated function to prevent pinching.
For C70, only the front windows have crushing protection.
When AUTO UP is activated, the power window detects if it meets resistance, that is to say if too great a force
must be used to close the window. The window then stops and goes down a bit. Pinch protection is active
during AUTO UP if the window is open more than 3 mm (0.1 in).
A diagnostic trouble code (DTC) is stored if for any reason the power window mechanism is unable to
determine the window position. If this should happen, the power window mechanism must be re-initialized.
This is carried out via a diagnostic function in VIDA (Volvo scan tool).
The passenger door module (PDM) and driver door module (DDM) have diagnostics for the window lift
mechanisms and Hall sensors in the front doors.
The rear window lift mechanisms and Hall sensors can be diagnosed via the control modules in the front doors
on the relevant side of the vehicle (does not apply to the C30).
DOOR MIRROR
Fig. 32: Identifying Door Mirror Connectors

Motors
The door mirror motors are operated via the control panel in the driver's door.
The mirrors can be adjusted in the X and Y axes via the two motors for each mirror. Two buttons on the control
panel, marked L and R, are used to select either the right or left-hand mirror for adjustment. An LED lights in
the button that is activated. Only one button can be activated at any one time (left or right). X and Y axis
adjustment is made using a control which maneuvers the mirror in the selected direction for as long as the
button is pressed (or until the mirror reaches a limit position). To deactivate the adjustment control, press the
left or right button again so that the LEDs are off. The mirrors can be adjusted when the ignition key is in
position I or II.
The power seat with memory function for door mirrors is optional equipment (only C70).
The function requires that the mirrors' position is saved when the vehicle is locked. Two sensors in each mirror
keep track of the mirror position in X-range and in Y-range.
The door windows can be equipped as an option with a motor that allows the mirror housing to be folded in.
The motor for folding in the door mirrors is diagnosed and powered by the driver door module (DDM) and
passenger door module (PDM) respectively.
The motors and sensors used to set the position of the door mirrors form one unit and cannot be replaced
separately.
Heating
The door mirrors contain a heating loop to defrost the glass. The heating loop is on the reverse of the mirror
glass. In the event of a fault, the entire mirror glass must be replaced. The heating loops are supplied with power
and ground by the driver door module (DDM) and passenger door module (PDM), which also have diagnostics
for the loops. However the function is activated by the climate control module (CCM).
Lights in the door mirrors
The door mirrors can be equipped with lamps. The lamps are mounted on the underneath of the mirror housing.
The driver door module (DDM) and passenger door module (PDM) have diagnostics for the outputs for the
lamps. However the function is activated by the central electronic module (CEM) and the remote control.
Outside temperature
In the left mirror there is a temperature sensor which measures the outside temperature. The temperature
information is used by the driver information module (DIM). The temperature sensor is directly connected to
The temperature sensor in the left mirror housing can be replaced separately. The temperature sensor is
diagnosed via the central electronic module (CEM).
Turn signal lamps
Each door mirror housing has a turn signal mounted at the end of the mirror housing. The driver door module
(DDM) and passenger door module (PDM) have diagnostics for the outputs for turn signal lamps.
However, the function is activated via the left control stalk. A signal is transmitted by the steering wheel
module (SWM) to the driver door module (DDM) respectively passenger door module (PDM), via the central
BLIND SPOT INFORMATION SYSTEM (BLIS)

Fig. 33: Locating Blind Spot Information System (BLIS)

The blind spot information system (BLIS) is an auxiliary system designed to help the vehicle's driver when
moving sideways. The blind spot information system (BLIS) consists of two cameras integrated in the external
rear view mirrors and two LEDs located in the panel at the front of the inside of the respective windows.
The driver door module (DDM) and passenger door module (PDM) communicate with the left camera module
(LCM) and right camera module (RCM) via LIN communication.
The blind spot information system (BLIS) is always activated automatically at speeds over 10 km/h (6 mph).
The blind spot information system (BLIS) can be deactivated and reactivated using the switches on the comfort
panel of the climate control module (CCM). A signal is then sent via the driver door module (DDM) and
passenger door module (PDM) to the left camera module (LCM) and right camera module (RCM) with a
request to deactivate or reactivate the blind spot information system (BLIS).
When reverse gear is engaged, the blind spot information system (BLIS) is deactivated.
The system reacts to vehicles in the blind spot if:
 the vehicle is traveling past another vehicle with a speed difference of up to 10 km/h
 another vehicle passes with a speed difference of up to 70 km/h.
The blind spot information system (BLIS) can be diagnosed.
The Driver door module (DDM) and Passenger door module (PDM) have integrated diagnostics, Volvo
Diagnostic, which continuously monitors itself as well as input and output signals.
A diagnostic trouble code (DTC) is stored if the control modules detect a fault. The Driver door module (DDM)
and Passenger door module (PDM) can store up to 10 diagnostic trouble codes (DTCs) each.
If a fault disappears for any reason after the diagnostic trouble code (DTC) has been permanently stored in the
With this function, the values and status of parameters can be read from the driver door module (DDM) and
passenger door module (PDM).
ACTIVATING COMPONENTS/FUNCTIONS
This function makes it possible to activate components/functions in the driver door module (DDM) and
passenger door module (PDM).
With this option it is possible to read programmed data and to program in data.
NOTE: If the control module has been replaced, the position of the windows must be
initiated using a diagnostic function. A window must be in its uppermost
position before it can be initiated.
No customer related programming is available in the control module.

 P/N for the rear door control module
 serial number for the hardware for the rear door control module
 software P/N
New software can be downloaded into the passenger door module (PDM) and the driver door module (DDM).
The window positions must be initialized again after replacing the control module. This is so that the new
control module stores the closed position of the window. Initialization is carried out using the diagnostic tool.
If the vehicle is equipped with power seat with memory function for external rear-view mirrors (only C70), this
function can be turned off.
This means that it is possible to deactivate personal setting of external rear-view mirrors depending on which
remote control unlocks the vehicle.
Deactivation is performed with the diagnostics tool.
After deactivation, this setting will be stored in the control module, but not in Volvo's central database. This
means that deactivation must be performed again when a new hardware replacement is carried out.
FUNCTION
OPERATING WINDOWS
Fig. 34: Identifying Central Locking And Window Operation Function

Operating the window from the driver's seat
The window is operated by the switch in the control panel (3/81). The motor for the power window on the
driver's side is controlled directly from the driver door module (DDM) (3/126). The motor for the power
window on the passenger side is controlled via controller area network (CAN) communication from the driver
door module (DDM) to the passenger door module (PDM) (3/127).
The signals for operating the rear window on the driver's side are transmitted from the driver door module
(DDM) to the rear window using LIN-communication (does not apply to the C30).
The signals for operating the rear window on the passenger side are transmitted from the driver door module
(DDM) via the controller area network (CAN) to the passenger door module (PDM) and then to the rear
window using LIN-communication (does not apply to the C30).
Operating the front window on the passenger side
The passenger door module (PDM) (3/127) only operates the front window on the passenger side. The window
is operated by the switch in the control panel (3/83). The signal is sent via the passenger door module (PDM) to
the power window motor on the passenger side.
Operating all windows simultaneously (only applies to the C70, not to the C70 AME with structure week
200820 or later)
On the control panel for the C70 there is a button for operating all windows up or down.

FUNCTIONS IN THE DOOR MIRRORS
The functions in the door mirrors (6/62 left) (6/63 right) are controlled from the control panels for the driver
door module (DDM) (3/126) or passenger door module (PDM) (3/127) are:
 setting the mirror position

 folding in the door mirrors
 heating the mirrors
 approach lighting/guide lighting
 indicators.
The left door mirror has a temperature sensor for the outside temperature. The signal from the temperature
sensor is directly connected to the central electronic module (CEM). The signal is not controlled by the driver
door module (DDM) or the passenger door module (PDM).
Setting the mirror position

Fig. 35: Identifying Door Mirror Function Components

The position of the mirror is controlled using buttons on the control panel on the driver's side (3/81). The driver
door module (DDM) (3/126) transmits a signal directly to the mirror on the driver's side (6/62). When adjusting
the mirror on the passenger side (6/63), a signal is transmitted via the driver door module (DDM) to the
passenger door module (PDM) (3/127) on the controller area network (CAN). The passenger door module
(PDM) transmits the signal to the door mirror.
Memory function (Only C70)
If the vehicle is equipped with a power seat with memory function for external rear view mirrors, mirror
position is stored by two potentiometers.
Signal about position in X-direction and Y-direction is received by Driver door module (DDM) and Passenger
door module (PDM), respectively.
When one of the buttons on the control unit for the power driver seat is activated, a signal is sent from Power
seat module, left (PSL) (3/26) to Driver door module (DDM) and Passenger door module (PDM), respectively.
These set the external rear view mirrors in stored position. Stored position can also be set depending on which
remote control unlocks the vehicle.
Folding in the door mirrors
Fig. 36: Identifying Door Mirror Function Components

The mirror is folded by holding the L and R buttons on the control panel (3/81) on the driver's side. A signal is
transmitted via the driver door module (DDM) (3/126) to the passenger door module (PDM) (3/127) via the
controller area network (CAN). The control modules send the signal on to each door mirror (6/62 and 6/63),
which fold each mirror in or out.
Heating the mirrors

Fig. 37: Identifying Mirror Heating Components

Mirror heating is activated at the same time as rear window heating (there is no rear window heating on the
C70). When the switch for heated rear window/ door mirrors is pressed the climate control module (CCM)
(3/112) activates rear window heating. At the same time the signal is sent via the controller area network (CAN)
to the driver door module (DDM) (3/126) and the passenger door module (PDM) (3/127) to activate the door
mirror heating. When the Driver door module (DDM) respectively, Passenger door module (PDM) receive the
signal, the outputs for each door mirror are powered (6/62 and 6/63). The function is switched off at the same
time as the rear window defrosting. This can happen in three different ways:
 If the switch for heated rear window/door mirrors is pressed again after activation, the function is
switched off, using a signal from the climate control module (CCM).
 The heating switches off automatically 12 minutes after activation. The driver door module (DDM) and
the passenger door module (PDM) receive a signal from the climate control module (CCM) which
requests that the function is activated
 The heating is also switched off if the ignition is switched off.
Approach lighting/Guide lighting

Fig. 38: Identifying Approach Lighting/Guide Lighting Components

The approach lighting is activated using the remote control for the vehicle. The function can only be activated
when the ignition is off. When the yellow button on the remote control is pressed, the central electronic module
(CEM) (4/56) receives an activation signal which is sent onwards on the controller area network (CAN). The
driver door module (DDM) (3/126) and passenger door module (PDM) (3/127) receive the signal and switch on
the lighting for the left door mirror (6/62) and the lighting for the right door mirror (6/63). The function is
deactivated by pressing the button on the remote control again. A signal is then sent from the central electronic
module (CEM) to the driver door module (DDM) and passenger door module (PDM) requesting that the
function is switched off. The function is also switched off when the ignition is switched on.
The guide lighting is activated using the left control stalk (the key must be removed from the ignition switch).
Steering wheel module (SWM) (3/254) transmits a signal via the controller area network (CAN) to the central
electronic module (CEM). When the car is then locked, the central electronic module (CEM) sends a signal
onwards via the controller area network (CAN) to the driver door module (DDM) and passenger door module
(PDM), which turn on the lights in the door mirrors. The lights are part of the guide lighting function and
remain on for a set time (30, 60 or 90 seconds).
Measuring the outside temperature

Fig. 39: Identifying Door Mirror To CEM

Indicators
SHORT-DROP
During operation of the roof, all side windows lower at least 80 mm to prevent friction between the roof unit
and the windows. A signal is transmitted from the Convertible Roof Module (CRM) via the CAN network to
the Driver door module (DDM) and the Passenger door module (PDM). These send a signal on via LIN to the
Left rear door module (LDM) and Right rear door module (RDM). When the door are opened the window
lowers 4 mm to prevent wearing the roof's rubber weatherstrip. After the door has been closed the window goes
up behind the rubber weatherstrip to prevent leakage.
BLIND SPOT INFORMATION SYSTEM (BLIS)

Fig. 40: Identifying Blind Spot Dimensions

The illustration shows the area within which the Blind Spot Information System (BLIS) detects.
A: approximately 9.5 meters.
B: approximately 3 meters.
Fig. 41: Identifying Blind Spot Information System (BLIS) Components

The cameras take 30 images per second and compare each image with the previous one to check for changes.
To determine if any changes are significant, the camera module must also know the vehicle speed. To calculate
the vehicle speed and know if the vehicle is turning, the speed signals for each rear wheel are used from the
Brake control module (BCM). The driver door module (DDM) (3/126) and passenger door module (PDM)
(3/127) receive information from the Brake control module (BCM) (4/16), via CAN, about the speed of both
rear wheels. Both these signals are then transmitted to the Left Camera Module (LCM) (6/62) and the Right
Camera Module (RCM) (6/63) via LIN communication.
If the camera module discovers that there is something in the dead angle, an orange LED, located on the inside
of the panel at the front of the window on the door, comes on. This LED is directly connected to the respective
camera module.
In daylight the system reacts to the shapes of surrounding vehicles. The system is designed to detect cars, trucks
motorcycles and buses. In darkness the system reacts to the light from the headlamps of other vehicles. If the
headlamps of surrounding vehicles are not switched on then the Blind Spot Information System (BLIS) will not
detect the vehicle.
The system detects sharp contours. Light reflections and shadows can generate warnings because the system
cannot distinguish them from real objects.
Weather conditions that may generate false warnings are:
 Reflections from a wet road surface.

 Low sun shining into the camera.
 The vehicle's own shadow on large bright surfaces.
Blind Spot Information System (BLIS) is activated when the ignition is on. The system cannot be deactivated
but the function to light the light-emitting diodes and to show text messages can be disconnected with the
switch on the comfort panel. The function can be reconnected with the switch.
When the switch is activated, a signal is sent from Climate control module (CCM) (4/6) to Driver door module
(DDM) and Passenger door module (PDM) via the CAN-net.
A diagnostic trouble code (DTC) is stored if a fault is detected by the Driver door module (DDM) and
Passenger door module (PDM) and a signal is transmitted via CAN to the Driver information module (DIM)
(5/1), which lights the general warning lamp and displays a text message.
SYSTEM OVERVIEW
FRONT DOOR CONTROL MODULES

The driver door module (DDM) and the passenger door module (PDM) are broadly similar in terms of
functionality. Both these control modules are described in common in this document. In those cases the
differences between the driver door module (DDM) and the passenger door module (PDM) are given. The main
task of both control modules is to manage:
 the power window mechanism

 the door lock
 door mirror adjustment
 door mirror folding
 door mirror heating
 turn signals in the door mirrors
 Blind spot information system (BLIS)
The control modules are in their respective doors. The driver door module (DDM) is on the driver's side. The
passenger door module (PDM) is on the passenger side. The control modules are integrated with the power
window lift motors. The control modules must also be replaced when replacing the power window lift motors.
The driver door module (DDM) and passenger door module (PDM) communicate with directly connected
components and with other control modules and components connected via CAN communication.
The driver door module (DDM) communicates with the control panel in the driver's door via LIN
communication.
The Driver door module (DDM) and Passenger door module (PDM) communicate with the control module for
the rear doors on its respective side of the vehicle via LIN communication (does not apply to the C30).
Both control modules check activations and input and output signals via an integrated diagnostic system. A
diagnostic trouble code (DTC) is stored if either of the control module detects a fault.
The diagnostic trouble codes (DTCs) for the control modules in the rear doors are stored in the respective
control module in the front doors (does not apply to the C30).
Any diagnostic trouble codes (DTCs) are stored in the relevant control module memory. The data can be read
off.
A simple way to ensure that the control modules are powered and grounded is to activate one of the functions
that are operated via the switches on the control panels in the respective door. The control module is powered
and grounded if any of the functions are working.
UNDER REAR SIDE WINDOW (C70)

Fig. 43: Identifying Control Modules In The Rear Doors

Left rear door module (LDM) and Right rear door module (RDM) are completely the same and only manage the
functions for power windows and door locks in their respective door (door locks do not apply to C70).
The control modules are positioned in their respective doors (in the C70 they are located under the respective
rear side window). The control modules are integrated with the power window lift motors. The control modules
must also be replaced when replacing the power window lift motors.
There is only one version of control module.
The difference between the versions is that Standard does not have deadlocks or child safety lock.
The left rear door module (LDM) and right rear door module (RDM) communicate with directly connected
components and with the control module for the front door on the relevant side of the vehicle via LIN-
communication.
diagnostic trouble code (DTC) is stored if either of the control module detects a fault. The diagnostic trouble
codes (DTCs) for the control modules in the rear doors are stored in the respective control module in the front
doors.
Any diagnostic trouble codes (DTCs) are stored in the relevant control module in the front doors. The data can
be read off.
that are operated via the switches on the control panels in the respective door. The control module is powered
SIGNALS
The table below summarizes the input signals to and output signals from the driver door module (DDM) and
passenger door module (PDM). The signal types are divided into directly connected signals, LIN and CAN
communication. The illustration below (Fig. 44) displays the same information with the Volvo component
designations.

Directly connected:
Directly connected:
(power supply unless otherwise stated)
Power windows (front doors) (3/126-127)

 Lock units (front doors) (3/74-75)
 Door mirror motors (3 per mirror) (6/62-63)

 Lock units (front doors) (3/74-75)
 Door mirror lighting (6/62-63) (optional
 Sensors used to set the position of the door
equipment)
mirror (2 per mirror) (6/62-63)
 Heating, door mirror (9/33-34)
 Control panel power window (passenger door
module (PDM) only) (3/83)  Turn signal lamps in the door mirrors (10/15-
16)
 Control panels central locking (3/80, 3/82)
 Control panel power window (passenger door
module (PDM) only) (3/83)
 Control panels central locking (3/80, 3/82)
 Left rear door module (LDM) (3/128)  Left rear door module (LDM) (3/128)
 Right rear door module (RDM) (3/129)  Right rear door module (RDM) (3/129)
 Control panel in driver's door (Driver door  Left Camera Module (LCM) (4/126) (only
module (DDM) only) (3/81) applies to Driver door module (DDM))
 Left Camera Module (LCM) (4/126) (only (BLIS, optional equipment)
applies to Driver door module (DDM))  Right Camera Module (RCM) (4/127) (only
(BLIS, optional equipment) applies to Passenger door module (PDM))
 Right Camera Module (RCM) (4/127) (only (BLIS, optional equipment)
applies to Passenger door module (PDM))
(BLIS, optional equipment)

 Climate Control Module (CCM) (3/112)
 Central electronic module (CEM) (4/56)  Climate Control Module (CCM) (3/112)
 Driver door module (DDM) (3/126) (applies  Central electronic module (CEM) (4/56)
only to passenger door module (PDM))  Passenger door module (PDM) (3/127)
 Brake control module (BCM) (4/16) (applies only to driver door module (DDM))
 Power seat module, left (PSL) (3/26) (C70)  Driver information module (DIM) (5/1).
 Power seat module, right (PSR) (3/27) (C70)  Convertible Roof Module (CRM) (4/59) (only
 Convertible Roof Module (CRM) (4/59) (only applies to the C70)
applies to the C70)
Fig. 44: Identifying Driver Door Module And Passenger Door Module Component Designations
CONVERTIBLE ROOF MODULE (CRM) (2006-2012)

DESIGN
SWITCH FOR OPENING/CLOSING THE ROOF

Fig. 45: Switch Opening/Closing The Roof

The switches for operating the roof are located on the transmission tunnel in the passenger compartment.
The switches are directly connected to the Convertible Roof Module (CRM). The Convertible Roof Module
(CRM) receives signals from the switches to start roof operation after all necessary checks are made.
When operating the roof for opening/closing, the switch must be held depressed so that the roof opens/closes.
The functions of the switches:
 open the roof

 close the roof.
SWITCH FOR LOAD ASSISTANCE

Fig. 46: Switch For Load Assistance

The switch for load assistance is located on the right-hand side on the sill in the cargo compartment and is
directly connected to the Convertible Roof Module (CRM). The switch controls a function called load
assistance.
For operation, press the switch:
 once to activate movement

 once more to stop (if the limit position has not already been reached)
 a final time to reset the roof sections.
Operation is automatic and the switch must not be held depressed.
Functions of the load assistance switch:
 to raise the stored roof sections

 to lower the stored roof sections
 to stop operation of the load assistance.
SENSORS AND CATCHES

Fig. 47: Sensors And Catches Locations

There are three types of sensors that are directly connected to the Convertible Roof Module (CRM); Hall
sensors, position sensors and the temperature sensor. The task of the hall sensors and position sensors is to
inform the Convertible Roof Module (CRM) about the position of the roof. Information about the temperature
sensor can be found in HYDRAULIC PUMP. There are also a number of mechanical catches that lock the roof
in certain positions.
From the signals of the sensors the Convertible Roof Module (CRM) interrupts the movement of the roof when
there is a risk of passing the limit position or when the roof module risks damaging parts of the vehicle.
Pos Sensor type Location Purpose

Make sure that the left side of the
1 Hall sensor On the contact plate, left-hand side. front roof part is connected with
the frame around the windshield.
To provide the correct position
By the link system for the roof's
2 Position sensors information to the link system for
central section, left-hand side.
the roof's central section.
Ensure that the cargo
By the link system for the cargo compartment is completely open
3 Hall sensor
compartment function, left-hand side. before the sequence continues to
the position for load assistance.
5 Hall sensor On the contact plate, right-hand side. Make sure that the right side of
the front roof part is connected
with the frame around the

windshield.
Ensure that the rear left spring
By the spring bolt for the roof, left,
6 Hall sensor bolt is closed before everything is
rear.
OK.
Ensure that the spring bolt on the
On the frame around the cargo left-hand side of the cargo
7 Hall sensor
compartment, left-hand side. compartment is locked before
everything is OK.
By the link system for the cargo
9 Hall sensor compartment is closed before the
compartment, left-hand side.
roof starts to move.
Ensure that the divider in the
On the limit position for the divider
10 Hall sensor cargo compartment is closed
in the cargo compartment.
before the roof can be opened.
To determine the limit position
By the link system for the cover plate,
11 Hall sensor for the cover plate when it is
left-hand side.
drawn in.
To determine the limit position
By the link system for the cover plate,
12 Hall sensor for the cover plate when it is
left-hand side.
extended.
By the cargo compartment's frame
13 Hall sensor compartment is closed before the
contact plate, left-hand side.
spring bolts are locked.
By the body spring bolt, left-hand Ensure that the spring bolt is
15 Hall sensor
side. closed before everything is OK.
By the body spring bolt, left-hand Ensure that the body spring bolt is
16 Hall sensor
side. open before everything is OK.
To provide the correct position
By the link system for the front roof
17 Position sensors information to the link system for
section, left-hand side.
the roof's central section.
Ensure that the spring bolt for the
By the front spring bolt on the front
18 Hall sensor front roof section is open before
roof section.
everything is OK.
By the area for the locking system, Ensure that the locking system is
19 Hall sensor
left-hand side. closed before everything is OK.
Hall sensors
Fig. 48: Hall Sensors

There are 14 Hall sensors installed around the roof for the roof function in the vehicle.
The task of the Hall sensors is to supply the Convertible Roof Module (CRM) with information about the
position of the roof. The Hall sensors are directly connected to the Convertible Roof Module (CRM). The Hall
sensor, which is a magnetic sensor, reads off if a certain part of the roof passes a sensor. This means the
Convertible Roof Module (CRM) can determine the position of the roof, depending on which sensor has been
passed.
Position sensors
Fig. 49: Position Sensors

There are two position sensors for the roof function in the vehicle. The sensors are mounted on the left-hand
side in the link system. One by the link system for the roof's rear section and the other by the link system for the
front roof section. The sensors read off the angle of the link system at operation. The signal is used by the
Convertible Roof Module (CRM) to determine when the next phase of movement should occur.
HYDRAULIC CYLINDERS
There are 11 hydraulic cylinders In the vehicle that are controlled by the hydraulic pump to move the roof
sections when opening and closing. They manage different functions for the roof individually and in pairs.
HYDRAULIC PUMP
Fig. 50: Hydraulic Pump

The hydraulic pump is mounted under a bracket in the cargo compartment below the ski hatch. The pump drives
all hydraulic cylinders for the roof's function. There is a temperature sensor in the hydraulic pump that reads off
the operating temperature of the hydraulic pump. The hydraulic pump is partially controlled depending on the
temperature in the hydraulic pump (see the uppermost table below).
Temperature range Functionality

The Convertible Roof Module (CRM) permits full
Less than 90 °C
functionality of the hydraulic pump.
The Convertible Roof Module (CRM) only permits
90 °C -120 °C
one roof closure or one load assistance withdrawal.
The Convertible Roof Module (CRM) does not
Greater than 120 °C permit any functionality at all.
The roof's functionality also depends on the outside temperature (see the table below).
Temperature range Functionality

Less than -9 °C The Convertible Roof Module (CRM) only permits one roof closure.
Less than -11 °C The Convertible Roof Module (CRM) does not permit any functionality at all.
HYDRAULIC VALVES
Fig. 51: Hydraulic Valves

The hydraulic system is equipped with 4 hydraulic valves that control the movement of the hydraulic cylinders.
The valves are directly connected to the Convertible Roof Module (CRM). The hydraulic valves are integrated
in the hydraulic pump unit.
ELECTRIC CATCH MOTOR

Fig. 52: Electric Catch Motor

The electric catch motor is a unit that locks the trunk lid in the correct position. The unit consists of a motor and
a spring (a flexible metal cable) that transfers power to the various catches, which, in turn lock the trunk lid.
The electric catch motor is directly connected to the Convertible Roof Module (CRM). The electric catch motor
is located in the cargo compartment. The electric catch motor also has an integrated position sensor that senses
the position of the motor.
The Convertible Roof Module (CRM) has a built-in diagnostic system, Volvo Diagnostic, which continuously
monitors internal functions as well as input and output signals.
A diagnostic trouble code (DTC) is stored in the control module if the Convertible Roof Module (CRM) detects
a fault. Every diagnostic trouble code (DTC) has a counter which records the number of cycles which have been
"fault-free" since the diagnostic trouble code (DTC) was stored. A fault which is detected in each operating
cycle is defined as permanent. A fault which is detected in one or more operating cycles (although not the
present one) is defined as intermittent.
An operating cycle is the period from when the ignition has been off, then on for at least 10 seconds and finally
off for at least 10 seconds.
READING THE CONTROL MODULE IDENTIFICATION

 software P/N
be graphic or digital.
CALIBRATION OF POSITION SENSOR
Use this option to calibrate the Convertible Roof Module (CRM) to the position of the position sensors. So that
the roof sections do not collide during operation, this option must be run after:
 downloading software to the Convertible Roof Module (CRM)

 replacing the position sensors
 replacing the entire roof
 replacing the Convertible Roof Module (CRM).
New software can be downloaded into the Convertible Roof Module (CRM). When ordering software, the
hardware and the software in the car is compared to the information in the Volvo central database.
Calibration of position sensor
Use this option to calibrate the Convertible Roof Module (CRM) to the position of the position sensors. So that
the roof sections do not collide during operation, this option must be run after:
 downloading software to the Convertible Roof Module (CRM)

 replacing the position sensors
 replacing the entire roof
 replacing the Convertible Roof Module (CRM).
FUNCTION
ROOF OPERATION
Fig. 53: Convertible Roof Module Communication

Roof operation is activated via the switches on the control panel in the passenger compartment. The switches
(3/25) are directly connected to the Convertible Roof Module (CRM) (4/59). The Convertible Roof Module
(CRM) then transmits a signal on the CAN network to the Driver door module (DDM) (3/126) and the
Passenger door module (PDM) (3/127). These, in turn, transmit another signal via their LIN network to the Left
rear door module (LDM) (3/128) and the Right rear door module (RDM) (3/129).
All side windows lower at least 80 mm, to prevent friction between the roof and the windows when the roof is
retracted and operated up. Thereafter the hydraulic pump and roof operation starts.
The roof is operated using an electrical and hydraulic system with the following components.
 Hydraulic cylinders
 Position sensors, used to determine the position of the hydraulic cylinders.
 Hall sensors, used to determine the position of the various metal components of the roof.
 Hydraulic pump
 Hydraulic valves, used to control the various hydraulic cylinders.
 Mechanical catches, used to lock parts of the roof in different positions.
 Electric catch motor, is an electro mechanical unit that is used to transfer mechanical force via a spring to
the various catches.
LOAD ASSISTANCE
This function increases the space in the cargo compartment when the roof is retracted and all roof sections are
collected in the cargo compartment. This is to facilitate loading cargo. The maximum compartment height is
then 300 mm. The cargo compartment divider must always be extended in order for the load assistance function
to be activated. The function is checked by the Convertible Roof Module (CRM) and controlled from a switch
located in the cargo compartment, on the right-hand side of the sill.
When the load assistance switch is activated, the roof sections start to move to their limit positions.
The switch does not need to be held pressed in for operation.
Every time the switch is activated, the direction of operation is changed. If the switch is pressed before the
operation reaches its limit position, the entire operation stops immediately. The next time the switch is
activated, the direction changes.
The following sequence is followed when the switch is activated: Up-Stop-Down-Stop-Up-Stop- etc.
DIVIDER CARGO COMPARTMENT
The cargo compartment is divided into two sections by a divider. The compartment above the divider houses the
roof components. The compartment beneath is always available for luggage. The divider must always be
extended in order for the load assistance function to work. In order for the Convertible Roof Module (CRM) to
know whether the divider is extended and connected, a Hall sensor is located there to read off the position.
SHORT-DROP
To prevent interference between roof sections and windows, all side windows are lowered 80 mm from their
uppermost positions (completely closed) when operating the roof. This function is known as short-drop.
The function is also used when opening and closing the doors. The windows are lowered or raised by 4 mm so
that they are inside the rubber trim when the doors are closed
The Passenger door module (PDM), Driver door module (DDM), Left rear door module (LDM) and Right rear
door module (RDM) receive a message from the Convertible Roof Module (CRM) via the CAN network to start
a short-drop at roof operation.
If the window is already in a lower position than the short-drop position, this function is ignored. During the
time that short-drop is active, all other window operations are disengaged.
DEACTIVATING THE DEFROST FOR THE REAR WINDOW
When the roof is completely open and folded up in the cargo compartment, the defroster is deactivated and the
power of the blower fan are reduced. The Climate control module (CCM) checks this function on command
from the Convertible Roof Module (CRM) via a message on the CAN network.
SPEED RESTRICTION
The roof can only be operated when the vehicle is traveling at speeds below 2 km/h.
If the speed exceeds 2 km/h during the time the roof is being operated, the entire operation stops and a warning
sound signal starts from the Driver information module (DIM).
The signal for the vehicle's speed is obtained from the Central electronic module (CEM).
TEXT MESSAGE IN THE DRIVER INFORMATION MODULE (DIM)
When the roof is being operated, the driver can see the status of the roof at all times in the form of a text
message in the Driver information module (DIM).
SOUND PARAMETERS
The Convertible Roof Module (CRM) transmits the position of the roof out to the CAN network to the
Infotainment control module (ICM) so that it can set the necessary sound parameters.
LOW VOLTAGE
When the Central electronic module (CEM) signals a low battery on the CAN network to the Convertible Roof
Module (CRM), it is not possible to operate the roof.
HINT: It is possible to close the roof and lower load assistance once in the event of low battery voltage.
The Convertible Roof Module (CRM) also measures the voltage internally to prevent operating the roof when
voltage is low.
OPERATION IN THE EVENT OF A ROOF FAULT
Operation in the event of a roof fault is a function that makes roof operation (opening, closing and load
assistance) possible even if certain sensors signal faults.
The function can only be activated when CAN communication with the Convertible Roof Module (CRM)
works. Other requirements for roof operation, such as temperature in the hydraulic pump, supply voltage and
the vehicle's speed still apply.
In the event of operating the roof with a non-functioning sensor, a warning sound signal is sounds from the
Driver information module (DIM) and a text message is displayed. If the operating button is then released and
pressed again within 5 minutes, the roof continues to operate, after 2 seconds, at the same time as the audible
signal sounds. If roof operation, in the event of a roof fault, temporarily stops, keep the button depressed so that
the roof continues its operation. If the load assistance function is used in the event of roof fault operation, the
roof sections can only be lowered.
LOCKABLE STORAGE COMPARTMENTS AND SKI HATCH (OPTIONAL)
NOTE: Lockable storage compartments and lockable ski hatch are discontinued as an
option from and incl. structure week 200946 (USA and Canada) and 201020
(other markets).
Lockable storage compartments and ski hatch are available as options. When the vehicle is locked, so are the
storage compartments and ski hatch. The storage compartments and ski hatch are each locked with an electric
motor. The electric motors for the lockable storage compartments are located one in each door. The electric
motor for the lockable ski hatch is located in the backseat's backrest. The motors are connected in parallel and
are activated when one of the connections on Convertible Roof Module (CRM) is supplied with voltage. To
change locking for unlocking, the polarity is reversed on the output connections in the control module. These
electric motors cannot be diagnosed and the driver is not given any indication if any one of these electric motors
is faulty.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 54: Convertible Roof Module

The Convertible Roof Module (CRM) controls the operation of the Power Retractable Hardtop. The control
module manages signals for controlling the hydraulic pump and from the sensors around the roof as well as the
functions that can be controlled via the switches.
The control module is connected to CAN LS (Low speed, 125 kbit/s).
The Convertible Roof Module (CRM) is responsible for:
 Monitoring the sensors to be able to check operation of the roof and the load assistance functionality.
 Activating the opening/closing sequence for the roof and load assistance by checking the electric and
hydraulic systems.
 Communication with other control modules via the CAN network to control windows via the door control
modules, to prevent friction and other problems between the roof sections and windows during the time
the roof is operated. The Convertible Roof Module (CRM) is also responsible for deactivating the
automatic climate position via the Climate control module (CCM) when the roof is open and to
automatically adjust the sound settings in the Infotainment control module (ICM).
 To check the warning conditions, for example, too high a speed, internal faults etc. and to warn the driver
 Locking/unlocking the lockable compartments and the ski hatch lock.
The control module is located in the cargo compartment on the right-hand side behind the panel.
The Convertible Roof Module (CRM) communicates with directly connected components and with other
control modules via CAN communication.
The control module checks activations and input and output signals using an integrated diagnostic system. A
Diagnostic trouble codes (DTCs) can be stored when the key is in position 0, 1, 2 or 3.
Any diagnostic trouble codes are stored in the control module memory. The information can be read out via the
data link connector in the vehicle.
A simple way to ensure that the Convertible Roof Module (CRM) is powered and grounded is to activate one of
its functions, for example, operate the roof using its switch.
This service information only deals with the control module and its corresponding components.
SIGNALS
The table below covers input and output signals to and from the Convertible Roof Module (CRM). The signal
type is split into directly connected signals and CAN communication. The illustration below (Fig. 55) provides
the same information with Volvo's component designations.

 Electric catch motor, signal

 Driver's door (8/137)
 Passenger door (8/138)
 Electric catch motor (6/149)

 Hydraulic valve (x 4)
 Switch to open the roof (3/25)  Hydraulic pump

 Switch for closing the roof (3/25)  Driver's door (8/137)
Switch for load assistance (3/268) Passenger door (8/138)

 Hall sensors (x 14)  Temperature sensor for hydraulic pump

 Position sensor, front roof section (7/222)  Driver's door (8/137)
 Position sensor, rear roof section (7/221)  Passenger door (8/138)
 Temperature sensor for hydraulic pump  Hall sensors (x 14)
 Position sensor in electric catch motor  Driver's door (8/137)

(6/149)  Passenger door (8/138)
 Position sensor, front roof section (7/222)
 Position sensor, rear roof section (7/221)
 Electric motor for lockable storage compartment:
 Electric motor for ski hatch (8/139)
 Central electronic module (CEM) (4/56).
 Infotainment control module (ICM)
(16/1)
 Driver information module (DIM) (5/1)
 Driver door module (DDM) (3/126)
 Passenger door module (PDM) (3/127)
NOTE: Lockable storage compartments and lockable ski hatch are discontinued as an
option from and incl. structure week 200946 (USA and Canada) and 201020
(other markets).
Fig. 55: Convertible Roof Module Communication Diagram

DIAGNOSIS (2006-2012)
BACKGROUND
Factors that have improved safety, increased comfort, added functions and increased environmental
friendliness, have made modern vehicles more and more complicated.
The more complicated the vehicle is, the more important is the diagnostics system in the vehicle with the
diagnostics tool when it comes to ensuring fast, safe and economic test, service and repair.
To reduce emissions from the vehicle, the diagnostic systems shall also, according to legislation, detect
emission-influencing problems as well as defects that may cause follow-up damage on emission-related
components.
LEGAL REQUIREMENTS EMISSIONS
OBD I - On Board Diagnostic I

On Board Diagnostic I (diagnostic system in the vehicle) was 1988 a requirement from CARB (California Air
Resource Board) which is an air quality board. The purpose of these regulations was to ensure that component
or function defects that affected exhaust emissions are detected by the control module's diagnostic functions.
OBD I included diagnosis of control module, emission-related components connected to the control module as
well as exhaust gas recirculation.
Using the diagnostic socket in the engine compartment, the information about the system was accessible to all,
both brand-name workshops and independent workshops.
In case of a detected emission-related problem, a warning light is activated in the driver information module
(MIL= Malfunction Indicator Light), when the problem is confirmed as a real malfunction. Thus, the light is not
activated immediately upon detection, only first when the malfunction is confirmed, which may be, e. g.,
following a few driving cycles.
OBD II - On Board Diagnostic II

Fig. 56: Locating OBD II - On Board Diagnostic II

On Board Diagnostic II was another requirement from CARB that applied from 1996. CARB demanded
additional and refined diagnosis for emission-related component and systems in the drivetrain (engine and
transmission).
Also, a standardized communication method was required for reading out of diagnosis (Standard SAE J1979
and J2190, where J2190 is voluntary and includes Enhanced Diagnostics - the vehicle manufacturer's own
diagnosis in addition to legal requirements).
It should be possible to read out diagnostic trouble codes and their format, information connected to diagnostic
trouble codes as well as parameters*, according to this standard. OBD II's diagnostic trouble codes are five-digit
and begin with the letter P followed by four digits.
This standardized communication method means that anyone shall be able to manufacture and sell an
instrument for reading out, a so-called Generic Scan Tool. Thus, the vehicle owner is not dependent on using a
brand-name workshop.
The standard OBD II requires a standardized diagnostic socket in the passenger compartment near the driver's
seat, where this instrument is to be plugged in. This means that the diagnostic socket (connector) is the same on
all vehicles regardless of manufacturer or model.
However, there is a difference between manufacturers regarding which pins are used in the connector. This
depends on the OBD II standard supports four types of communication protocols.
A protocol may be said to be the "language" that is to be used for communication with the control module.
Fig. 57: Identifying Standardized Pins On OBD II-Connector

Standardized pins on OBD II-connector:
 Pin 2 SAE J-1850 bus +

 Pin 4 Chassis ground
 Pin 5 Signal ground
 Pin 6 SAE J-2284, CAN-bus (CAN-H)
 Pin 7 SAE J1979, ISO 9141-2 / ISO14230-4, K-line
 Pin 10 SAE J-1850 bus -
 Pin 14 SAE J.2284, CAN-bus (CAN-L)
 Pin 15 ISO 9141-2 / ISO14230-4, L-line
 Pin 16 Voltage feed
Other pins in the connector are permitted for the vehicle manufacturer's own specific use. On pin 7 (K-line),
two-way communication is permitted, on pin 15 (L-line) only one-way communication is permitted to the
control module. Therefore, the L-line is missing in many vehicles.
ISO14230-4 = Protocol KWP2000.
OBD II was first introduced for Volvo on engine management system Motronic 4.3, Motronic 4.4, and
automatic transmission AW 50 42, AW 30 40/43 in model 850/960..
With time, OBD II-communication with control modules via CAN is introduced.
The legal requirement also includes the function Readiness Monitoring.
* Parameter refers to, e. g., RPM, engine temperature, battery voltage, etc., with associated value 800 RPM, 87
°C as well as 14, 2 V, etc.
DIAGNOSTIC VERSIONS AND COMMUNICATION METHODS
Since the end of the 1980s, the control module's diagnosis has developed from detecting simple problems and
storing a small amount of information to including more complicated tests and checks.
Today a large amount of information can be read out both about the detected problem as well as parameters
from the control module's input and output signals.
The following accounts for the main principles for this development.
VOLVO DIAGNOSTICS I - FIRST VERSION

Fig. 58: Identifying Volvo Diagnostics I (First Version) Tool

A Volvo standard was introduced (Volvo Diagnostics I) 1988 , which means diagnosis of several on-board
systems (On Board Diagnostic).
This Volvo Diagnostics included:
 Store problem indicators (diagnostic trouble codes) for various components as well as delete them (check
function 1).
 Confirmation of activating components or functions (check function 2).
 Cyclic activation of components/functions (check function 3).
A diagnostic tool (diagnostic socket with light-emitting diode) was located in the engine compartment for
reading out a Volvo Diagnosis from the various control modules.
Volvo Diagnostics, the first version is found on, e. g., fuel control system LH 2.4 and ignition system EZ 116K
for model 240 and 740.
VOLVO DIAGNOSTICS I - SECOND VERSION
Volvo Diagnostics, the second version, was introduced in 1991 meant that additional services were made
available, such as:
 Possibility to control transfer rate for data between the control module and the diagnostic socket.
 Individual activation of components/functions (check function 4).
 Read in and out signals (check function 5), where every value is represented by a three-digit code.
 Enter data (check function 6), where you could enter data via three-digit codes.
Services are introduced to varying extent on the different control modules.
The diagnostic socket with light-emitting diode is used to read out Volvo Diagnostics from the various control
modules.
The tool Volvo Diagnostic Key and then Volvo System Tester were introduced to make communication easier
with the control module.
Volvo Diagnostics, the second version is found on, e. g., Transmission control module (TCM)a AW 30-40/43 in
model 960 and AW 50-42 in model 850.
NON-STANDARDIZED SERIAL COMMUNICATION
As a supplement to Volvo Diagnostics - first and second version, the supplier of engine management systems
developed their own diagnostic and communication methods (On Board Diagnostic). These were introduced
during 1991/92 .
These serial* communication methods were supplier-specific and varied a lot between systems. To
communicate quickly and directly with control modules was a pre-condition for developing the control system
and opened for new possibilities.
The access to more information about the detected problem as well as the possibility to, e. g., quickly read out
parameters, enabled improvement of troubleshooting methods. Therefore, these communication methods were
used by the workshops' diagnostics tools.
The cable in the vehicle used for this serial communication is connected to the diagnostic socket in the engine
compartment and is the same one used for Volvo Diagnostics, first and second version.
Included functions are, among others:
 Reading out and erasing diagnostic trouble codes.

 Reading off frozen values.
 Reading off values of signals such as coolant temperature, voltage on heated oxygen sensor, etc.
 Activating components and functions.
 Programming of customer parameters and functions.
 Calibration of functions.
 Resetting of adaptations.
The tool Volvo System Tester was developed to make communication easier with the control module.
Non-standardized serial communication was introduced on engine management system Motronic 1.8 in model
960 and engine management system Fenix 5.2, Motronic 4.3, and LH3.2/EZ129K in model 850.
* Serial means that the information is sent as a series of signals in the form pulse trains (= series of pulses) via a
cable between the tool and control module.
VOLVO DIAGNOSTICS II - FIRST VERSION

Fig. 59: Locating OBD II - On Board Diagnostic II

Volvo Diagnostics II - first version was a new Volvo standard introduced in 1996 . This meant that control
modules communicated serially in the same way, and that diagnostic functions in the different systems were
designed in a similar manner.
The communication cable in the vehicle used for this communication is common to all control modules in
question. The control modules are connected to the same connection in the diagnostic socket (pin 7).
The diagnostic socket is located in the passenger compartment and for certain markets it is common with the
diagnostics system OBD II.
Volvo Diagnostics II, first version, was introduced in 1996 on, among others:
 Engine management system Motronic 4.4

 Automatic transmission AW 50 42/AW 30 40/43
 Control module Airbag SRS6.2
 Immobilizer
 Control module Brakes ABS 850
 Combined instrument panel 850
 Power seat 850/960
 and was gradually introduced for additional systems and car models.
For certain models, the diagnostics tool for this diagnosis is still Volvo System Tester (car models from and
incl. model year 1998 as well as certain systems for model year 1999).
The diagnostics tool VIDA, now replacing VADIS, is used for car models of model year 1999 and later.
VOLVO DIAGNOSTICS II - SECOND VERSION
Fig. 60: Communication Via CAN-Communication

Volvo Diagnostics II - second version was introduced in 1999 and is a development of the first version. The
major difference is that communication between the diagnostics tool and the control modules takes place via
CAN-communication instead of on a communication cable.
The control modules also communicate with each other to exchange information on the CAN-net instead of via
separate cables between the control modules.
This version introduced the possibility to download software to the control modules.
With the introduction of this version, the rate in the low-speed network was (LS CAN) 125 kbit/s and the rate in
the low-speed network was (HS CAN) 250 kbit/s. Depending on model and model year, the speed of the
network has increased with time.
Volvo Diagnostics II, second version, was introduced in model S80/S60/V70 (00-)/V70 XC (01-)/XC70/XC90
model year 1999- as well as S70/V70 (-00)/V70 XC (-00)/C70 for model year 1999 and thereafter in future
models.
GENERIC GLOBAL DIAGNOSTICS (GGD)
Fig. 61: ENGINE (B8444S; 2005-2011)

Generic Global Diagnostics (GGD) is a mutually developed diagnostics concept within the Ford company.
Communication and services are similar to Volvo Diagnostics II - first version. Communication between the
diagnostics tool and control modules takes place via CAN-communication. The services that can be performed
are similar.
Designation of trouble codes adheres to standard ISO/DIS 15031-6.4 and consist of a letter and six characters.
The control modules also communicate on the CAN-net with each other to exchange information.
It is also possible to download other software to the control modules.
Volvo Diagnostics, fifth version, was introduced in model XC90 model year 2005 with engine B8444S (only
high-speed network) and then in model S80 (07-).
DIAGNOSTICS AND SERVICES
Fig. 62: Control Module And Diagnostics Tool

The control module's diagnostics can perform and present the following using a connected diagnostics
tool:
 Store malfunction indicator (diagnostic trouble codes) and in certain cases activate warning light or show
text message.
 Counter that indicates how frequent the malfunction is
 Status indicators for the diagnostic trouble code test.
 Frozen values that were generated when malfunction was detected for the first time.
 Store information about the nature of the malfunction:

 Counter that indicates how frequent the malfunction is
 Status indicators for the diagnostic trouble code test.
 Frozen values that were generated when malfunction was detected for the first time.
 Erase information about malfunction and its information.

 Present values (parameters) for different connected input signals and output signals from, e. g.,
components as well as other calculated values.
 Present part number, version number, component number, etc. for both software and hardware.
 Present and change certain special customer settings and configurations.
 Trigger/control (activate) the connected output signals.
 Start special built-in check programs/tester such as, e. g., calibrations of gear position sensor, quick-test
of tank system.
 Access check to limit access to certain parameters and functions. Accessible first after unlocking with, e.
g., PIN-code.
Exactly what each control module's diagnostics can perform depends both on model year and system.
DIAGNOSTIC TROUBLE CODES (MALFUNCTION INDICATOR)
 see MALFUNCTION DETECTING

 see CONDITIONS FOR DIAGNOSIS TO FIND A MALFUNCTION
 see DRIVING CYCLE/OPERATION CYCLE
 see EMERGENCY MODE, BACK-UP MODE "LIMP-HOME"
 see CLASSIFICATION OF DIAGNOSTIC TROUBLE CODES
 see DESIGNATION OF TROUBLE CODES
 see STATUS IDENTIFIER
 see COUNTER=
 see FROZEN VALUES
 see ERASING DIAGNOSTIC TROUBLE CODES
 see READINESS MONITOR (CERTAIN MARKETS ONLY)
PARAMETERS
Parameters or values are data that are read out from the control module's memory positions to, e. g., check the
signal from a sensor or identify the control module's software version.
In principle, parameters can be divided into two parts:
 one for dynamic values continuously updated in the control module

 one for static values not changed by the control module and always stored.
Parameters, dynamic
Fig. 63: Dynamic Parameters

The dynamic values are stored in the control module's RAM-memory, which means that the values disappear
when the memory's power supply is turned off (control module is turned off). As soon as the control module's
power is turned on (ignition on), values are stored again.
Example of values are:
 Outside temperature
 Engine speed
 Load
 Coolant temperature
 Vehicle speed
 Battery voltage
Values are updated continuously after a pre-determined time interval. This means that certain values are
updated with very short time interval, while other values are updated more seldom. Update rate is determined
by how important the value is to the control module.
By reading off the value from, e. g., a sensor or switch, it can be decided if the signal is correct or not.
NOTE: When a malfunction is detected and a diagnostic trouble code is stored, it may
well be that the displayed value is a replacement value and not the real value. If
the value does not change, e. g., if the sensor is disconnected, it may be the
replacement value that is shown.
Parameters, static
Fig. 64: Identifying Static Parameters

The static values are stored in the control module's EEPROM, which means that these values are always stored
regardless of if the control module is on or off. These values are normally not updated by the control module,
instead they are only changed using, e. g., the diagnostics tool at vehicle manufacture in the factory or
reprogramming during a workshop visit.
Example of values are:
 Hardware P/N (control module without software).

 Hardware serial number (control module without software).
 Software P/N.
 Diagnostic software P/N.
 Customer-programmed values, e. g., passenger compartment temperature, alarm on and off.
 The vehicle's configuration, that is, the vehicle's content and equipment that can be used to compare the
vehicle's equipment physically with how the vehicle is configured. The configuration may be
affected/changed, e. g., when downloading software.
ACTIVATIONS
Fig. 65: Control Module Activation Of Components

Wit this service it is possible to trigger (activate) the components that are connected to the control module.
Examples of components are:
 Relays
 Solenoids
 Lock motors
 Damper motors
 Signals to other control modules.
NOTE: If a malfunction is detected, diagnostic trouble code is stored and emergency

functions or modes, etc. are activated to "protect" the system, the control
module can prevent activation.
Depending on the system, the control module or diagnostics tool can perform activations in different ways, for
some the component is activated according to a certain pattern, e. g., OFF, ON, OFF, ON, OF, ON, etc. in a
sequence.
For other systems, the component is activated, e. g., ON, and remain on until the activation is stopped.
QUICK-TESTS, CALIBRATIONS
Quick-tests or calibrations are functions or checks that are integrated in the control module's software and are
started by the control module using commands from the diagnostics tool.
Wit this service it is possible to start certain pre-defined checks or teach-ins. Examples of these are:
 Quick-test of fuel tank system

 Quick-test of camshaft control
 Resetting of adaptions and counter for oil
 Calibration of gear position sensor
 Calibration of components for Brake control module (BCM)
NOTE: To enable start and running of these services, it is often that certain start
conditions must be fulfilled.
New software can be downloaded to the control modules. When ordering software the vehicle software and
hardware are compared to Volvo's central database. If the comparison corresponds the new software is
downloaded to the control module.
ERASING DIAGNOSTIC TROUBLE CODES
When erasing diagnostic trouble codes, the diagnostic trouble code's counter, status identifier as well as frozen
values are also erased.
For certain systems, stored adaptions may also be reset when erasing.
DRIVING CYCLE/OPERATION CYCLE

Fig. 66: Driving Cycle/Operation Cycle

All control modules' diagnostics require that some form of driving cycle or operation cycle is run for
diagnostics to be considered as complete. The terms driving cycle or operation cycle appear, these mean the
same, they are only different designations.
Example
The illustration shows an example of a driving cycle or operation cycle. The vehicle is started and driven
(Start) , is stopped sometime and the ignition is turned off (Stop) . When the ignition is turned on again (Start) a
new driving cycle starts.
A new driving cycle or operation cycle usually starts every time the ignition is turned on, which means that you
should turn on the ignition, turn off the ignition, and then turn on the ignition again.
However, the condition varies from control module to control module, there are also, e. g., speed and
temperature conditions, before a driving cycle or operation cycle is considered to be complete.
When a malfunction is detected and then is confirmed as a real malfunction and is stored, various counters are
also stored, indicating how frequent the malfunction is. These counters use driving cycles or operation cycles as
basis for updating the counters' values.
READINESS MONITOR (CERTAIN MARKETS ONLY)
This is a function in Engine control module (ECM) that controls the control module's emission-related sub-
system. With the function you can read out if the control module has run all diagnostics for the following sub-
systems:
 Misfiring
 Fuel system
 Catalytic converter
 Evaporative emission (EVAP) system
 Heated oxygen sensors (HO2S)
 Other related components
Thus, Readiness refers only to if the diagnostics (tests) have been run or not, not if a malfunction was found or
not. If a malfunction is found during the test, a diagnostic trouble code is stored and the malfunction light (MIL-
light) is lit.
If the tests are run in the driving cycle without detecting a malfunction, then "Readiness" is immediately
generated to OK.
However, if a malfunction is found in the driving cycle, then Readiness is generated to Not OK, and another
driving cycle is required where the test is run to generate Readiness to OK.
The following alternatives are possible:
 Readiness is run (OK), no malfunction detected, which means that the vehicle can be approved in a
check.
 Readiness is run (OK), with malfunction detected, which means that the vehicle cannot be approved in a
check.
 Readiness is not run (Not OK), which means that the vehicle cannot be approved in a check.
Readiness was originally a requirement from the American authority, United States Environmental Protection
Agency (EPA), and is used there for Inspection and maintenance test (IM-test) (corresponds to annual
inspection). Depending on legal requirements, the function may also be found on other markets.
EMERGENCY MODE, BACK-UP MODE "LIMP-HOME"
When a malfunction has occurred in the system that is confirmed (permanent malfunction) and is registered by
the control module, modes are activated for certain systems and functions to handle the malfunction.
The purpose of these actions is to "protect" the control system and at the same time retain as much functionality
or driving function as possible.
The minor malfunctions do not activate any back-up modes, there are different programs depending on type of
malfunction and which control system to which it applies. All control systems do not have emergency modes or
back-up modes.
Sometimes emergency modes must be activated immediately when a malfunction is detected, even if there has
been no time to confirm and store any diagnostic trouble code. This is to maintain certain function, e. g., in case
of malfunction of the mass air floe sensor for the engine management system, when the emergency program
tries to prevent the engine from stopping.
HINT: Limp-home, emergency mode or back-up mode that may appear in case of malfunction is
described in diagnostic trouble code information under replacement values.
For, e. g., automatic transmission TF-80SC AWD (XC90, B8444S) there are two back-up modes:
 Failsafe action (temporary action)

 Emergency/limp-home mode
Failsafe action is activated at the first detection of the malfunction, if the malfunction disappears the system
returns to normal function.
Emergency mode is activated in case of less serious malfunctions Limp-home mode is activated for the most
serious malfunctions.
The warning light in the driver information module lights up, and a text message is shown in the text window in
the driver information module that emergency/limp-home mode has been activated. When the ignition is turned
off and on again, no text is shown until the malfunction is detected again.
NOTE: If the malfunction disappears (intermittent malfunction) the control module

returns to normal function first when the ignition is turned on the next time.
For automatic transmission's emergency mode, the following may take place, e. g.:
 Adaption function is blocked.

 Lock-up function is blocked.
 Function slipping lock-up is blocked.

 Function neutral check is blocked.
 The transmission only shifts to 3rd gear and reverse gear. All other shifting is blocked.
The above actions will be noticed by the driver since only one gear can be sued. Some may also notice that
lock-up is not engaged. Then the vehicle comes to the workshop with a symptom for some form of lost driving
function, probably also with the warning light on.
This symptom shall not be confused with the malfunction itself, instead it is a symptom of the back-up mode.
The symptom that the malfunction itself causes (it it causes any) may be noticed briefly or not at all.
NOTE: If the malfunction is confirmed (permanent) it may be that the control module
resumes normal function at ignition off and on again (symptom does not exist
any longer). First when the malfunction is detected again (diagnostic trouble
code test started and conditions fulfilled), the back-up mode is activated. The
malfunction may then first be interpreted as if it was intermittent (non-existent
or not active).
FROZEN VALUES
For every diagnostic trouble code, pre-defined parameters are frozen and stored in the control module. The
frozen values are stored immediately after the malfunction has been detected and gives a "picture" of the
conditions when the malfunction was stored.
NOTE: Status identifier, Counter and Frozen values are the most important factors to
deciding the malfunction's nature, that is, to decide:
 when the malfunction was detected (frozen values, counters)

 what the driving conditions were at the time (frozen values)
 status for the test (self-diagnosis) (status identifier)
 how frequent the malfunction is (counter).
In newer car models, frozen values consist of a number of global (common) general parameters as well as a
number of control model-unique parameters. Global may be:
 Road distance
 Battery voltage
 Passenger compartment temperature
 Engine running
In addition to these, the diagnostic trouble code-unique parameters are stored which are especially selected
parameters for the diagnostic trouble code.
Most parameters in the frozen values are the same for all malfunctions and indicate a general condition when a
malfunction was detected, for example:
 Road distance
 Engine speed
 Load
 Coolant temperature
 Vehicle speed
 Battery voltage
 etc.
Some of them have been selected to give a better understanding of the specific malfunction.
NOTE: When erasing diagnostic trouble codes, stored frozen values are also erased.
HINT: Reading out and interpreting these frozen values make it easier to understand when in time the
malfunction occurred, as well as under what driving and environment conditions the malfunction was
detected, related to when and how the customer experienced the symptom.
Fig. 67: Identifying Detected Malfunction

A malfunction that is detected is assessed by the control module's self-diagnosis. First after, e. g., a certain time,
a certain number of driving cycles, certain driving/operation or other conditions, the control module decides if it
is a real malfunction or not.
When self-diagnosis has determined that a real malfunction exists, you can say that the malfunction is
confirmed and the malfunction is stored in the control module's trouble code memory in the form of diagnostic
trouble codes.
If a malfunction disappears, the diagnostic trouble code will remain for a tome in the diagnostic trouble code
memory, but the status of the diagnostic trouble code changes. How long the diagnostic trouble code is stored in
the diagnostic trouble code memory is different from control module to control module, as well as between
different vehicle models (generation of vehicle model).
In some systems the diagnostic trouble code will be stored until it is erased with the diagnostics tool. In other
systems the diagnostic trouble code is erased automatically by the control module after, e. g., a certain number
of malfunction-free driving cycles. A new driving cycle (operation cycle) is usually started every time the
ignition is turned on.
Information about the nature of the malfunction is stored for every diagnostic trouble code:

 status for the test (diagnosis) (status identifier)
Exactly what is stored is different from control module to control module, as well as between different vehicle
models (generation of vehicle model).
If the system is provided with warning light, it is lit when the ignition key is turned to position II. The warning
light will go off after a certain number of seconds when no malfunction is detected on the control system.
The warning light will be on in case of a malfunction of the control system. The warning light will be lit first
after the malfunction is confirmed as a real malfunction.
DESIGNATION OF TROUBLE CODES
The diagnostics tool VIDA (Volvo scan tool) shows the diagnostic trouble code in plain text according to the
following example:
TCM-001F Speed sensor Signal missing Permanent malfunction
This diagnostic trouble code consists of the following parts:
 Prefix for control system in question (TCM ) to show what system the diagnostic trouble code belongs to.
*
 If the qualifier is, e. g., "Too high signal", the control module interprets that the signal from the
sensor is too high. This may mean that, e. g., the voltage is too high, current is too high, frequency
is too high, or the pulse ratio (% duty) is too high, all depending on which type of signal it is.
Malfunction causes may be, e. g., open circuit or short-circuiting to voltage.
 If the qualifier is "Too low signal", the control module interprets that the signal from the sensor is
too low. Malfunction causes may be, e. g., open circuit, short-circuiting to ground, contact
resistance in connections.
 Diagnostic trouble code number (001F ) to decide which diagnostic trouble code is stored. Number of
digits in the diagnostic trouble code number may vary. *, **
NOTE: Information about which type of signal that the control module
detects and what conditions are required to detect that a malfunction
is found again in the diagnostic trouble code information.
 Title (Speed sensor ) is a text that shows to which component/function the diagnostic trouble code refers.
*
 Qualifier (Signal missing ) is used to show how the control module has perceived the signal from, e. g.,
the sensor, or how it detected the monitored function. In this case, the control module has perceived that
the signal is missing. There a re a number of other qualifiers for, e. g., too high signal, incorrect signal,
too high flow, too low flow, etc. *, **.

 Status (Permanent malfunction ) to show the malfunction's status, that is, if the malfunction has been
detected in the present driving cycle or not. There are two different status texts, permanent or intermittent.
When the control module's diagnosis cannot decide the malfunction's status, the diagnostic trouble code is
shown without status text. *
* When reading out diagnostic trouble codes using diagnostic socket with light-emitting diode, you get a three-
digit flash code. Then this code is translated to a diagnostic trouble code text using the service information.
For example, if the control module flashes the code 1-2-3 from Engine control module (ECM), it can be
translated to, e. g., diagnostic trouble code 1-2-3 Engine temperature sensor. Volvo Diagnostic Key and Volvo
System Tester translate these flash codes directly to plain text (add a title). In these diagnostic systems it is not
possible to show qualifier or status.
** For systems with diagnostic version called Generic Global Diagnostics (GGD) (adheres to standard ISO/DIS
15031-6.4) the diagnostic trouble code number consists of a letter and six characters. The letter alternatives are
B, C, P and N, which means Body, Chassis, Powertrain and Network and indicate to which "function" in the
vehicle the diagnostic trouble code belongs. The six following characters may consist of both letters (A-F) and
digits (0-9) and indicate the component to which the malfunction refers as well as what type of malfunction. See
following example.
BCM-C006A16 Multi-axial acceleration sensor. General electric malfunction. Too low voltage
CLASSIFICATION OF DIAGNOSTIC TROUBLE CODES
In principle, malfunctions can be classified in two categories, intermittent or permanent.
Permanent malfunctions.
The easiest malfunctions to identify and confirm as a malfunction are the permanent malfunctions. A permanent
malfunction is a malfunction when something has "broken" and remains like that until it is repaired.
Intermittent malfunctions.
The intermittent malfunctions are, as opposed to the permanent malfunctions, are both difficult to identify and
confirm. The malfunction exists but is neither active nor present all the time. The malfunction comes and goes
briefly under very rare conditions.
For the intermittent malfunctions, the degree of intermittence can also be determined, that is, how intermittent
the malfunction is (how often/seldom the malfunction appears).
HINT: For assessment of intermittence, stored counters are used together with the diagnostic trouble
code.
Common permanent malfunction causes are:
 Open circuits or short-circuits on cables or in connectors caused by mechanical damage, vibrations,

corrosion, oxidation, moisture, etc.
Common intermittent malfunction causes are:
 Loose connections or contact resistance caused by vibrations, corrosion, oxidation, moisture, etc.
 Brief short-circuits to both ground and voltage caused by damage to cables, moisture in connectors, etc.
 Electro-magnetic interference.
Malfunction causes may be both electrical, mechanical or related to software.
Intermittent malfunctions (or malfunctions that occur under unknown conditions) may also be malfunctions that
only occur during certain operation or ambient conditions.
E. g., that the window or seat for some reason jams in its end-position when using automatic function, or that
the climate control unit supplies poor heat in a certain position when it rains outside.
CONDITIONS FOR DIAGNOSIS TO FIND A MALFUNCTION
For the control module's self-diagnosis of a component or function to start and run (one or several times) special
conditions must be fulfilled. Conditions for diagnosis varies depending on which component or function is to be
monitored. When the diagnosis has started and is run, the signal, value or function must go above or below the
limit value for the control module to detect a malfunction.
Example of conditions for the control module to start the diagnosis/test:
 Engine speed higher than 500 RPM.

 Ignition position II.
 Speed above 40 km/h.
 4th gear selected.
Example of limit values for detecting malfunction:
 Direct voltage from outside temperature sensor lower than 0.495 V for a time longer than 1 second.
 After the engine has run for approx. 10 minutes, the control module receives an unchanged signal from
the oil temperature sensor even though the signal should have changed according to a set pattern.
 Malfunction shall be active (permanent) for at least 2 driving cycles.
Example
Fig. 68: Example Of Limit Values For Detecting Malfunction (1 Of 2)

The illustration shows an imagined scenario when a malfunction occurs in a circuit for a signal.
First the signal varies normally during driving. The diagnostic trouble code test starts after some time (5), is
then run cyclically in a pre-defined pattern and monitors the signal. Limit values for monitoring to consider the
signal as incorrect is a voltage lower than 0.50 V (2) or higher than 4.85 V (1). An open circuit occurs in the
circuit and the signal becomes 0 V (4). Monitoring detects this, waits so that the malfunction is confirmed and
then stores a diagnostic trouble code (6).
Fig. 69: Example Of Limit Values For Detecting Malfunction (2 Of 2)

If the diagnostic trouble code test (5) starts after the malfunction (4) occurs, then monitoring will detect the
malfunction fist when the test starts. Then monitoring waits so that the malfunction is confirmed and then stores
a diagnostic trouble code (6). If you want the control module to detect a malfunction in the vehicle, you have to
make sure that the control module's diagnostic trouble code test starts or is started.
HINT: If a malfunction occurs which has not yet been detected by the control module's monitoring, since
the diagnostic trouble code test has not started, the vehicle may still exhibit a symptom.
NOTE: Conditions for diagnosis are described in the diagnostic trouble code
information for every diagnostic trouble code.
Most diagnosis (at least non-emission-related diagnosis) are repeated periodically during the driving cycle, and
every time they are repeated, a test is run that either results in a malfunction being detected or no malfunction
being detected.
To enable the emission-related diagnosis to be completed and the diagnostic trouble code to be confirmed (with
MIL-light activated as a result), several driving cycles in a row must be completed with a detected malfunction.
To enable the non-emission-related diagnosis to be completed (at least once), in principle the start conditions
must be fulfilled for a certain time (from fractions of a second to a number of seconds).
Certain diagnoses require a completed driving cycle (e. g., ignition on, ignition off, and ignition on again) for
the diagnosis to be considered as complete. Other diagnoses requires several other conditions to be fulfilled, e.
g., with regards to:
 vehicle speed
 engine coolant temperature (ECT)
 time since start
 different load and engine speed relationships in the same trip

 a certain event (for example, that the component operates).
HINT: To assess if a test/diagnosis for the diagnostic trouble code is started or completed, status
identifiers can be used. Turning off the ignition and then turning it on again often results in start of a new
driving cycle/operation cycle, which results in update of status identifiers.
When, e. g., the engine control module (ECM) has run all diagnostics, the control module has completed a
"trip". An extensive driving schedule in various conditions is required to complete a trip. The engine may also
need to be shut off for a certain amount of time and then switched on again to complete a trip.
Emissions related diagnostic functions
Control modules that have and control emission-related components or functions, e. g., Engine control module
(ECM) and Transmission control module (TCM), check that emission-related systems work. These systems are
checked by running a diagnostic function. The diagnostic function checks the included components and that the
function itself works in the system.
Lighting the malfunction indicator lamp (MIL)
In the event of emissions related diagnostic trouble codes (DTCs), a counter counts down to determine when to
light the malfunction indicator lamp (MIL). The conditions for lighting the malfunction indicator lamp (MIL)
vary depending on which diagnostic trouble code (DTC) is stored.
NOTE: If a malfunction becomes intermittent or the malfunction disappears, then the

MIL-light turns off first after 3 driving cycles in a row are completed with
malfunction detection.
Self-erasing of emission-related diagnostic trouble codes
After 40 driving cycles without detected malfunction with start of cool engine, where the engine temperature
(coolant temperature) increases more than 5 °C (approx. 9 °F) and the final temperature is above approx. +71 °
C (159.8 °F), then the diagnostic trouble code is erased. Diagnoses (diagnostic trouble code tests) for misfire
and fuel adaptions require 80 driving cycles. These driving cycles are defined as a "warm-up cycle".
COUNTER
For every diagnostic trouble code, the control modules stores a number of counters. These counters count the
number of driving cycles that have been performed in the control module with or without malfunctions, if the
malfunction is detected or not. In control systems older than model year 1999, there may be control systems,
depending on control system, without counters or with few counters. From model year 1999, there are systems
with several counters. The following counters may appear:
 Counter 1
 Counter 2 *
 Counter 3
 Counter 4
 Counter 5**
 Counter 6
 Counter 7
 Counter 8
The text uses the term driving cycle, which may also be called Operation cycle.
* In principle, only systems with the diagnostic concept Generic Global Diagnostic (GGD).
** Only for emission-related systems.
When erasing diagnostic trouble codes, the diagnostic trouble code's counter is erased.

COUNTER VOLVO DIAGNOSTICS II

Fig. 70: Counter Volvo Diagnostics II Graph

Graph A in the illustration shows when in time the malfunction occurs. In the illustrated graph, the control
module has detected a malfunction in the second driving cycle (graph's x-axis) and this malfunction then
appears 4 more times, a total of 5 times. Counters can be read out for every diagnostic trouble code in the
control module which have this introduced. Driving cycles are marked with vertical lines. A driving cycle often
begins with ignition on and ends with ignition off.
Counter 1 (C#1). Counts number of cycles performed since the malfunction was confirmed last . As soon as a
malfunction is detected and confirmed, the value is reset.
When the malfunction is both detected and disappears in the second driving cycle (graph A in the illustration),
counter 1 will count up to 1 first in the following driving cycle (driving cycle 3), that is, a driving cycle has
been run through since the last time the malfunction was confirmed.
In driving cycle 4, the counter is updated again, now to value 2. Just after that, the malfunction is detected
(graph A in the illustration), the malfunction is confirmed and the counter's value is reset. This sequence is
repeated once again in driving cycle 5.
With other words, one can say that if the value is zero, the malfunction exists now or has existed earlier in the
current driving cycle. If the vehicle is restarted so that a new driving cycle is initiated (often requires ignition
off and on again) in this position and the counter's value still is 0, then you probably have a permanent
malfunction.
Values near zero indicate that the malfunction has been detected recently. It may also be that the malfunction
exists but the diagnostic trouble code test has not started in these driving cycles, which means that the counter
has not been reset. A high counter value indicates that the malfunction was last detected a number of driving
cycles ago.
Counter 3 (C#3) (see graph in Fig. 70). Counts the number of driving cycles performed since the malfunction
was confirmed the first time. When a malfunction is confirmed the first time, the counter will count up by 1 for
every subsequent driving cycle, regardless of if the malfunction is detected or not. Thus, the counter tracks the
number of driving cycles since the malfunction was detected the first time. See graph where the counter
increases by 1 for every subsequent driving cycle and the value of the counter is finally 6.
A low value indicates that the malfunction was detected for the first time relatively recently. However, a high
value indicates that a first detection was performed some time ago.
Counter 4 (C#4) (see graph in Fig. 70). Counts the number of driving cycles in which the malfunction has been
confirmed since it was confirmed the first time. The graph shows that after the malfunction was detected the
first time, the malfunction has been detected in 3 driving cycles. Thus, after the malfunction was detected the
first time, another 6 driving cycles (counter 3), have passed and in these the malfunction has been detected 3
times (counter 3). Simplified, one can say that in this example, the malfunction has occurred/been detected in
every other driving cycle, and the malfunction can be assessed as relatively frequent.
A certain indication of a malfunction's intensity can be obtained if you compare the value for counter 4 with
counter 3. The closer the value for counter 4 the value is to the value of counter 3, the more frequent the
malfunction.
If counters 3 and 4 have the same value, the malfunction has been detected in every driving cycle, which means
that the malfunction is frequent.
Counter 5 (C#5). The counter sums up the time in seconds that the control module has been operating since the
malfunction first was confirmed and the diagnostic trouble code was stored. The time that the control module
has been operating is only counted when it is active, not in "sleep mode". The counter is not shown in the
illustration.
Counter 6 (C#6). The counter sums up the time in seconds that the diagnostic trouble code test has been in
progress since the malfunction first was confirmed and the diagnostic trouble code was stored. The counter is
not shown in the illustration.
Counter 7 (C#7). The counter sums up the time in seconds that malfunction has been confirmed since it first
was confirmed and the diagnostic trouble code was stored. The counter is not shown in the illustration.
COUNTER GENERIC GLOBAL DIAGNOSTICS (GGD)

Fig. 71: Counter Generic Global Diagnostics (GGD) Graph

Graph A in the illustration. Diagnostic trouble code test active
Shows if the control module's diagnostic trouble code test is active or not. The blue surface indicates when the
test is active. Not included as a status identifier.
Graph B in the illustration. Malfunction active
Shows if the malfunction in the vehicle is active or not. The red surface indicates when the malfunction is
present (active). Not included as a status identifier.
In the illustration, the control module has detected a malfunction in the second driving cycle, and this
malfunction occurs a total of 4 times. Counters can be read out for every diagnostic trouble code in the control
module which has this implemented. Driving cycles are indicated with vertical lines. A driving cycle often
begins with ignition on and ends with ignition off.
Counter 1 (C#1). Counts number of driving cycles performed since the malfunction was confirmed last . As
soon as a malfunction is detected and confirmed, the value is reset. When the malfunction is both detected and
disappears in the second driving cycle (graph A in the illustration), counter 1 will count up to 1 first in the
following driving cycle (driving cycle 3), that is, a driving cycle has been run through since the last time the
malfunction was confirmed.
In driving cycle 4, the counter is updated again, now to value 2. Just after that, the malfunction is detected
(graph A in the illustration), the malfunction is confirmed and the counter's value is reset. This sequence is
repeated once again in driving cycle 5.
With other words, one can say that if the value is zero, the malfunction exists now or has existed earlier in the
current driving cycle. If the vehicle is restarted (often requires ignition off and on again) in this position and the
counter's value still is 0, then you probably have a permanent malfunction.
Values near zero indicate that the malfunction has been detected recently. It may also be that the malfunction
exists but the diagnostic trouble code test has not started in these driving cycles, which means that the counter
has not been reset. A high counter value indicates that the malfunction was last detected a number of driving
cycles ago.
Counter 2 (C#2). Counts the number of driving cycles since the last confirmation of the malfunction and where
the diagnostic trouble code was performed without detecting malfunction and confirmation of malfunction.
Thus, when diagnostic trouble code is performed and no malfunction is detected, the counter will count up by 1
for every driving cycle. As soon as a malfunction is detected and confirmed, the value is reset.
When the malfunction is detected and disappears in the second driving cycle (graph A in the illustration),
counter 2 will count up to 1 first in the following driving cycle (run cycle 3). In driving cycle 4 the counter is
updated again (diagnostic trouble code test has been run without detecting malfunction), now to value 2.
Immediately after that the malfunction is detected (graph A in the illustration), the malfunction is confirmed and
the counter's value is reset. This sequence is repeated once again in driving cycle 5.
During driving cycle 6 and 7, the diagnostic trouble code test was run without detecting malfunction and the
counter receives the value 2. In driving cycle 8, the diagnostic trouble code test is not run and thus the counter is
not updated.
Counter 3 (C#3) . Counts the number of driving cycles performed since the malfunction was confirmed the
first time. When a malfunction is confirmed the first time, the counter will count up by 1 for every subsequent
driving cycle, regardless of if the malfunction is detected or not. Thus, the counter tracks the number of driving
cycles since the malfunction was detected the first time. See graph where the counter increases by 1 for every
subsequent driving cycle and the value of the counter is finally 6.
A low value indicates that the malfunction was detected for the first time relatively recently. However, a high
value indicates that a first detection was performed some time ago.
Counter 4 (C#4). Counts the number of driving cycles in which the counter's value has been updated first when
the malfunction was detected in the driving cycle. The counter has a final value of 3.
A certain indication of a malfunction's intensity can be obtained if you compare the value for counter 4 with
counter 3. The closer the value for counter 4 the value is to the value of counter 3, the more frequent the
malfunction.
Counter 5 warm-up (C#5). Counts the number of warm-up cycles that have been run since the malfunction
light (MIL) has gone off. The counter is not shown in the illustration. Note. Only applies to emission-related
systems.
Counter 6 malfunction detection (C#6). The counter counts the number of internal detections of the
malfunction that have been run for the diagnostic trouble code. When this counter reaches value +127, the
control modules decides that the malfunction is active right now.
When the counter is at value -128, the malfunction is not active. The value is reset for every new driving cycle.
If the value increases towards +127, the control module has detected a malfunction, and for every internal test
the value is counted up. When the malfunction no longer exists, the control module counts down to minimum -
128.
The value on the control module can only be changed when it has started the test for the diagnostic trouble
code. How big each step is that the control module counts up or down the value by to reach the limits +127 or -
128 may vary between control modules. Limits +127 and -128 are pre-defined limits in the control module.
In the graph, the counter first counts down to -128 when the diagnostic trouble code test starts. When a
malfunction occurs (graph B in the illustration) and the diagnostic trouble code test detects the malfunction, first
the counter's value is reset to 0, then it scrolls up to +127. Only then the malfunction is considered to exist. If
the malfunction disappears and the diagnostic trouble code test is active, the counter counts down to -128.
Counter 7 malfunction detection - max. current (C#7). Shows maximal value that counter 6 has in the
present driving cycle.
The counter is not shown in the illustration.
Counter 8 malfunction detection - max. earlier (C#8). Shows maximal value that counter 6 has in the present
and/or has had in earlier driving cycle.
The counter is not shown in the illustration.
STATUS IDENTIFIER
There are status indicator (status identifiers) that can be read out for every diagnostic trouble code. The control
module tests every connection (signal) or function more or less periodically, depending on the self-diagnosis'
conditions for start.
By reading out the diagnostic trouble code with associated status identifier, then you obtain status for the
diagnostic trouble code test that detects the malfunction, as well as if the malfunction exists now or not.


All status identifiers (or malfunction detection counters) do not have to be introduced in one control module,
this varies from system too system. All status identifiers restarts the count every time a new driving
cycle/operation cycle starts or when erasing diagnostic trouble codes. Status identifiers should be read off
continuously as the different identifiers can be updated later on.
The following describes possible status identifiers.
NOTE: Status identifiers for systems with diagnostics Volvo Diagnos II is slightly
different from status identifiers for diagnostic version Generic Global
Diagnostics (GGD). See below.
When erasing diagnostic trouble codes, the diagnostic trouble code's status identifier is erased.
STATUS IDENTIFIER VOLVO DIAGNOSTICS II
The following identifiers are available (showed values apply until updated with a new read-out):
 SB 01 Diagnostic trouble code test run in progress.

 SB 02 Diagnostic trouble code test run at least once during current driving cycle.
 SB 03 Sporadic/single malfunctions found the last time diagnostic trouble code test was run during
current driving cycle/operation cycle.
 SB 04 Sporadic/single malfunctions found at least once during current driving cycle.
 SB 05 Request light warning light/text message due to detected malfunction.
 SB 06 Diagnostic trouble code test blocked due to malfunction found by another diagnostic trouble code
test.
 SB 08 Malfunction detection counter, current value.
 SB 09 Malfunction detection counter, maximum value reached some time during current operation cycle.
Abbreviation SB is from the English 'Status Bit'.

Fig. 72: Identifying Status Identifier Volvo Diagnostics II Graph

The upper graph shows a varying signal value. If the signal value exceeds a max. value, which is considered a
malfunction by the control module, then a sporadic malfunction is registered, that is, a malfunction is about to
occur. Then the grey-marked surface indicates the signal considered to be incorrect.
The text below uses the term Driving cycle, which may also be called Operation cycle.
NOTE: If the diagnostic trouble codes are erased, the status identifiers are also erased
SB01 Diagnostic trouble code test run in progress (second paragraph from top).
Shows if the diagnostic trouble code test runs or not right now (in current driving cycle). It is only when the test
runs that the control module can detect malfunctions and generate diagnostic trouble codes.
Grey-marked surface means that the test runs and can detect a malfunction if it occurs. The surface is "dashed",
showing that when the diagnostic trouble codes runs, it runs in a cyclic, pre-determined pattern.
Status identifier 03 and 04 shows if a malfunction is detected or not. In this case, a malfunction is detected 3
times, see status identifier #03 in Fig. 72.
Status alternative when reading out is Yes (test runs now) or No (test is not run now).
SB02 Diagnostic trouble code test run at least once during current driving cycle (third graph from the
top).
Shows if the diagnostic trouble code test has been run or not during the current driving cycle. If it has been
possible for the control module to detect malfunctions and generate diagnostic trouble code any time during the
current driving cycle.
Grey-marked surface means that the diagnostic trouble code test has been run at some time. If the diagnostic
trouble code test has been run at some time in this driving cycle, status will always be Yes and remain so until
the ignition is turned on off and a new driving cycle starts. When a new driving cycle starts, status identifiers
are "reset" and is initially No.
Status identifier 03 and 04 shows if a malfunction is detected or not.
Status alternative when reading out is Yes (test completed) or No (test not completed).
SB03 Sporadic/single malfunctions found the last time diagnostic trouble code test was run during
current driving cycle (fourth graph from the top).
A sporadic malfunction (intermittent malfunction) has been detected 3 times the last time the diagnostic trouble
code test was run during current driving cycle. During the diagnostic trouble code test run the last time (see
status identifier #01 in Fig. 72) a malfunction has been detected 3 times.
Status alternative when reading out is Yes (sporadic malfunction found) or No (no sporadic malfunction found).
NOTE: When the control module detects the malfunction for the first time(status
identifier 03 and 04), a diagnostic trouble code has not yet been stored (see last
graph in Fig. 72). It is first when the malfunction detection counter 08 reaches a
certain value that the control module considers that a real malfunction exists (a
confirmed malfunction) and the diagnostic trouble code is stored.
SB 04 Sporadic/single malfunctions found at least once during current driving cycle (fifth graph from the
top).
A sporadic malfunction (intermittent malfunction) has been detected at some time during current driving cycle.
Grey. marked surface means that a malfunction has been detected at some time.
If the diagnostic trouble code test has been run at some time in this driving cycle, status will always be Yes and
remain so until the ignition is turned on off and a new driving cycle starts. When a new driving cycle starts,
status identifiers are "reset" and is initially No. Status identifier 03 and 04 shows if a malfunction is detected or
not.
Status alternative when reading out is Yes (test has been run earlier) or No (test has not been run).
top).
Information that diagnostic trouble code activates a warning light or text message in driver information module.
In this case, lighting of warning light is requested when the diagnostic trouble code has been confirmed and
stored.
Status alternative when reading out is Yes (request performed) or No (no request).
SB06 Diagnostic trouble code test blocked (seventh graph from top).
Information that diagnostic trouble code test is turned off as a result of another malfunction and diagnostic
trouble code is generated where the root cause is detected. If this in turn results in subsequent malfunctions, it
prevents generation of subsequent diagnostic trouble codes. In this case, the diagnostic trouble code test is not
blocked.
Status alternative when reading out is Yes (diagnostic trouble code test blocked) or No (diagnostic trouble code
test not blocked).
SB08 Malfunction detection counter, current value (eight graph from top).
When a sporadic malfunction is detected by the control module the malfunction detection counter counts up as
long as the malfunction exists.
When the malfunction no longer exists the counter counts down again. This is the basis for the control module's
decision to store the diagnostic trouble code and the diagnostic trouble code is stored in the vehicle first when
the counter reaches a certain max. value. This max. value varies between different diagnostic trouble codes.
Count rate of the counter is controlled as long as the malfunction exists before it causes customer symptom. The
counter is used to decide if it is a real malfunction that has occurred and that has existed for some time. It is the
control module's way of confirming the diagnostic trouble code, that is, confirming that a real malfunction
exists.
SB09 Malfunction detection counter, max. value during current operation cycle
Shows max. value that status identifier 08 has reached during current driving cycle. When a new driving cycle
starts, the counter is "reset".
STATUS IDENTIFIER GENERIC GLOBAL DIAGNOSTICS (GGD)
The following identifiers are available (showed values apply until updated with a new read-out):
 SB 00 Malfunction found the last time that the diagnostic trouble code test was run during current driving
cycle
 SB 01 Malfunction found at least once during the current driving cycle
 SB 02 Malfunction found at least once during the current and previous driving cycles
 SB 03 Malfunction found recently since erasing of diagnostic trouble codes
 SB 04 Diagnostic trouble code test run at least once since erasing of diagnostic trouble codes
 SB 05 Malfunction found at least once since erasing of diagnostic trouble codes
 SB 06 Diagnostic trouble code test run at least once during current operation cycle.
 SB 07 Request light warning light/text message due to detected malfunction.
Fig. 73: Identifying Status Identifier Generic Global Diagnostics (GGD) Graph
The upper graph shows a varying signal value. If the signal value exceeds a max. value, which is considered a
malfunction by the control module, then a sporadic malfunction is registered, that is, a malfunction is about to
occur. Then the grey-marked surface indicates the signal considered to be incorrect.
The text below uses the term Driving cycle, which may also be called Operation cycle. The order of status
identifiers in illustration and in the list below are presented as they belong to each other, not in numerical order.
NOTE: If the diagnostic trouble codes are restored, the status identifiers are also
restored
Graph A Diagnostic trouble code test active

Shows if the control module's diagnostic trouble code test is active or not. The blue surface indicates when the
test is active. The surface is "dashed", which shows when the diagnostic trouble code test runs it runs in a
cyclically pre-determined pattern. Not included as a status identifier.
Graph B Malfunction active
Shows if the malfunction in the vehicle is active or not. The red surface indicates when the malfunction is
present (active). Not included as a status identifier.
Graph C Counter 6 malfunction detection (C#6)
The counter counts the number of internal detections of the malfunction that have been performed for the
diagnostic trouble code. Not included as a status identifier. When this counter reaches value +127 the control
module considers the malfunction to be active right now.
When the counter is at value -128, the malfunction is not active. The value is reset for every new driving cycle.
If the value increases towards +127, the control module has detected a malfunction and for every internal test
the value is counted up. When the malfunction no longer exists, the control module counts down to minimum -
128.
The value on the control module can only be changed when it has started the test for the diagnostic trouble
code. How big each step is that the control module counts up or down the value by to reach the limits +127 or -
128 may vary between control modules. Limits +127 and -128 are pre-defined limits in the control module.
In the graph, the counter first counts down to -128 when the diagnostic trouble code test starts (graph A). When
a malfunction occurs (graph B) and the diagnostic trouble code test detects the malfunction, first the counter's
value is reset to 0, then it scrolls up to +127. Only then the malfunction is considered to exist. If the malfunction
disappears and the diagnostic trouble code test is active, the counter counts down to -128.
SB 06 Diagnostic trouble code test run at least once during current operation cycle
Shows if the control module has performed diagnostic trouble code test for this diagnostic trouble code in
current driving cycle. When the diagnostic trouble code test starts and counter 6 (malfunction detection) counts
down to -128 (no malfunction found) or up to +127 (malfunction found), the control module considers that
diagnostic trouble code test has been run.
Yellow-marked surface means that diagnostic trouble code test is not yet run.
Status alternative when reading out is Run or Not run.
SB 00 Malfunction found the last time that the diagnostic trouble code test was run during current
driving cycle
Shows if the control module detects the malfunction right now. It is only when the test runs that the control
module can detect malfunctions and generate diagnostic trouble codes. A malfunction has been detected 2 times
during the current driving cycle. Note that only when counter 6 (malfunction detection) reaches the value +127
is it considered to be a malfunction. When the value gas dropped from +127 to 0, it is considered that there is no
longer a malfunction.
Status alternative when reading out is Yes (malfunction detected right now) or No (no malfunction detected
right now).
SB 01 Malfunction found at least once during the current driving cycle
Shows if the control module has detected the malfunction anytime during the current driving cycle. It is only
when the test runs that the control module can detect malfunctions and generate diagnostic trouble codes. The
diagnostic trouble code test has started and a malfunction has been detected at least 1 time during the current
driving cycle.
Status alternative when reading out is Yes (malfunction found) or No (malfunction not found).
This status identifier is generated at the same time as status identifier SB00 and will remain in status Yes for the
rest of the current driving cycle. At start of a new driving cycle, it has changed to status No until a malfunction
is detected again.
SB 05 Malfunction found at least once since erasing of diagnostic trouble codes
Shows if the control module has detected the malfunction during earlier driving cycle. A malfunction has been
detected at least 1 time since the diagnostic trouble code was erased the last time.
Status alternative when reading out is Yes (malfunction found) or No (malfunction not found).
This status identifier is generated at the same time as status identifier SB 00 and will remain in status Yes until
diagnostic trouble codes are erased once again.
SB 04 Diagnostic trouble code test run at least once since erasing of diagnostic trouble codes
Shows if the control module has performed diagnostic trouble code test for this diagnostic trouble code in
current and/or earlier driving cycle since the diagnostic trouble code was erased the last time. This means that
if diagnostic trouble code test has been run after erasing of diagnostic trouble codes, it will remain in Run until
diagnostic trouble codes are erased once again.
Yellow-marked surface means that diagnostic trouble code test has been run.
Status alternative when reading out is Run or Not run.
This status identifier is generated at the same time as status identifier SB 06.
SB 07 Request for lit warning light/text message
Information about the diagnostic trouble code activates a warning light or text message. In this case, lighting of
the warning light is requested when a diagnostic trouble code is stored.
Status alternative when reading out is Yes (request performed) or No (no request).
SB 02 Malfunction found at least once during the current and previous driving cycles
Pending not yet confirmed diagnostic trouble code.
Status alternative when reading out is Yes (malfunction found but not confirmed) or No (no malfunction found).
This status identifier is generated at the same time as status identifier SB 00 is generated for the first time and
will remain in status Yes until certain driving cycle conditions are fulfilled and no malfunctions are detected.
After a certain number of driving cycles without detected malfunction, it returns to status No. Number of
driving cycles required depends on the system.
SB 03 Malfunction found recently since erasing of diagnostic trouble codes
Confirmed diagnostic trouble code.
Status alternative when reading out is Yes (malfunction found and confirmed) or No (no malfunction found).
This status identifier is generated at the same time as status identifier SB 00 is generated for the first time and
will remain in status Yes until certain driving cycle conditions are fulfilled and no malfunctions are detected.
After a certain number of driving cycles without detected malfunction, it returns to status No. That is, if a
malfunction becomes intermittent and no longer is detected, the status will change to No. Number of driving
cycles required depends on the system.
NOTE: For emission-related control system, this status identifier is generated to status
Yes (Malfunction found and confirmed), first after status identifier SB02 has had
status Yes (Malfunction found but not confirmed) for 2 driving cycles in a row
with malfunction detected.
MALFUNCTION DETECTING
Fig. 74: Identifying Detected Malfunction

A malfunction that is detected is assessed by the control module's self-diagnosis. First after, e. g., a certain time,
a certain number of driving cycles, certain driving/operation or other conditions, the control module decides if it
is a real malfunction or not.
When self-diagnosis has determined that a real malfunction exists, you can say that the malfunction is
confirmed and the malfunction is stored in the control module's trouble code memory in the form of diagnostic
trouble codes.
If a malfunction disappears, the diagnostic trouble code will remain for a tome in the diagnostic trouble code
memory, but the status of the diagnostic trouble code changes. How long the diagnostic trouble code is stored in
the diagnostic trouble code memory is different from control module to control module, as well as between
different vehicle models (generation of vehicle model).
In some systems the diagnostic trouble code will be stored until it is erased with the diagnostics tool. In other
systems the diagnostic trouble code is erased automatically by the control module after, e. g., a certain number
of malfunction-free driving cycles. A new driving cycle (operation cycle) is usually started every time the
ignition is turned on.
Information about the nature of the malfunction is stored for every diagnostic trouble code:

 status for the test (diagnosis) (status identifier)
Exactly what is stored is different from control module to control module,, as well as between different vehicle
models (generation of vehicle model).
If the system is provided with warning light, it is lit when the ignition key is turned to position II. The warning
light will go off after a certain number of seconds when no malfunction is detected on the control system.
The warning light will be on in case of a malfunction of the control system. The warning light will be lit first
after the malfunction is confirmed as a real malfunction.
INTRODUCTION
Fig. 75: Identifying Volvo Certified Service Professional

Volvo has developed a wide range of tools and information for easier and faster troubleshooting of the vehicle
and its different systems. The range includes service and troubleshooting information, integrated self-
diagnostics in control modules, measuring instrument for exhaust analysis, diagnostic tools, etc.
Troubleshooting or diagnostics are performed by the mechanic using two different concepts; Off Board
Diagnostics (diagnostics outside the vehicle) or On Board Diagnostics (diagnostics system in the vehicle).
Off Board Diagnostics (diagnostics outside the vehicle) is done without help from the control module's self-
diagnosis. Examples of these are:
 Breakout box and multimeter to measure signals.

 Mechanic's troubleshooting using hearing, touch, and vision as well as experience.
 Diagnostic tools that are connected in parallel between control module and connector.
 Cylinder leak tester.
On Board Diagnostics (diagnostic systems in the vehicle) is done using the control module's self-diagnosis and
is read out and presented using a diagnostics tool.
Off Board Diagnostics On Board Diagnostics

 Store information about
the nature of the
malfunction (malfunction
 A few tools to develop compared to frequency, test status,
functionality/software in all control driving conditions),
Advantages modules. making it possible to
 Can probably be used for several troubleshoot intermittent
models. malfunctions.
 Require a diagnostic tool
to convey information to
the mechanic.
 Software and its
functionality must be in
 If the malfunction has disappeared every control module
Disadvantages (intermittent), the malfunction will (great quantity).
probably not be found.  If a malfunction in the
software is detected, many
units must be updated.
Fig. 76: Identifying Vehicle Diagnostics

The term Diagnostics refers to true recognition and designation of an illness. The term comes from the Greek
dia = through, and gnosis = knowledge. The purpose of a diagnosis is to give a summarized term for the
different symptoms that the "sick" describes, and thus be able to give a specific treatment.
The control module in the vehicle includes software to manage intended function (e. g., control all functions of
an engine), to monitor the system's components and functions. Monitoring (self-diagnosis) detects any
malfunctions, stores these, activates protective actions (back-up modes) and, in some cases, warns the driver.
Monitoring (diagnosis) is always activated when the system is on but tests are started and run according to
different pre-defined conditions. A malfunction that is detected is first assessed by monitoring, after, e. g., a
certain time, a certain number of driving cycles, certain driving/operation cases or other conditions, the control
module decides if it is a real malfunction or not. When monitoring determines that a real malfunction exists, it
can be said that the malfunction is confirmed and the malfunction is stored.
The basic goal of self-diagnosis in control modules is to detect and report malfunctions in a control module or
its connected components and cables. Part of the goal (found in legal requirements) is also to detect
malfunctions that affect emissions as well as malfunctions that may cause subsequent damage to emission-
related components.
Self-diagnosis shall also warn for malfunctions that mean a safety risk for drivers, passengers, and vehicles that
otherwise would not cause a symptom and thus not be detected. This applies to, e. g., brake system and SRS-
system.
Self-diagnosis shall be used by workshops as one of the tools for taking care of the symptom
(property/malfunction) that the customer experiences. After the malfunction cause is found (via
troubleshooting) and taken care of (via repair), self-diagnosis can also be used to verify that the malfunction
cause has been fixed and that the customer's symptom does not exist any longer.
NOTE: The control module's self-diagnosis (diagnostic trouble code tests) cannot
detect all malfunctions that may occur in a vehicle. This primarily applies to
mechanical malfunctions but also some electrical malfunctions, e. g., poor
connection to battery, or relay spools for a relay are monitored but the
function/circuit that the relay controls is not monitored.
Unfortunately, sometimes the control module's self-diagnosis can miss to

generate a diagnostic trouble code for a malfunction where the customer
experiences a symptom (malfunction), and sometimes it may generate a
diagnostic trouble code despite the customer not experiencing any symptom
(malfunction). This is because customers have different sensitivity to
malfunctions (how easily the symptom is detected) and because it is not always
to optimize self-diagnosis for all conditions that may occur during the vehicle's
life. That is why you should not entirely rely on the vehicle's diagnostic trouble
codes.
Diagnostic trouble codes should only be regarded as indicators of probably

malfunction sources. If the customer experiences a symptom (malfunction) but
diagnostic trouble codes are not stored, this does not mean that the vehicle is
trouble-free.
Worth keeping in mind when troubleshooting:
 When there is so much electronic equipment in the vehicles, it is easy to blame the "complex" electronics
and forget the normal basics for, e. g., an engine's function. But the basics are the same today as when we
had carburetor engines.
 A common mistake in troubleshooting is to quickly restricting yourself to a certain area without having
checked basic functions, e. g., that the ignition system and engine are in good mechanical condition, the
battery is fully charged, fuses are intact.
 Troubleshooting information gives very good guidance when troubleshooting and is almost impossible to
do without. By using the customer's symptom, developed troubleshooting methods with, e. g., diagnostic
trouble code information, you are quickly guided to being able to pin-point the malfunction.
NOTE: The electronic components in the control systems are very reliable and seldom
cause any malfunctions.
This document describes the following:
 Background to why self-diagnosis is found in the vehicle.

 Diagnostic services, what they do.
 Using the self-diagnosis.

 Diagnostic versions and its communication method.
 Tools for reading out diagnosis.
 Where I find the information.
PRACTICAL USE OF DIAGNOSTICS
There are several ways to decide if the malfunction is active right now or not as well as when the
malfunction occurred:
 Read off the diagnostic trouble code's counter, status identifier and frozen values. By interpreting
these you can find out when the malfunction was stored, how often the malfunction has occurred
(intermittence) and what the driving conditions were when the malfunction was stored.
 Read off a parameter for component/system and decide if the value is correct or not. By, e. g., manually
affecting the sensor or the switch, you can decide immediately if the parameter (signal) with its circuit is
correct.
 Trigger a component (activate) and decide if the component/function is affected or not. By triggering, e.
g., the relay and listening for its clicking sound or the function which is to be affected, it is possible to
decide immediately if the component is correct.
 Decide if the vehicle shows any symptom (malfunction). If the vehicle no longer shows the symptom,
one may suspect that the malfunction no longer is active.
The following accounts in detail for some of the above.
TO DECIDE THE INTENSITY OF A MALFUNCTION
NOTE: Examples 1-5 (below) are based on counters for diagnostic concept Generic
Global Diagnostic (GGD).
When a malfunction is intermittent or has unknown status, the diagnostic trouble code's counter is very useful to
decide:
 How many driving cycles that have passed since the malfunction was detected the first time as well as
since the malfunction was detected.
 During how many driving cycles that the control module has detected the malfunction during a certain
period, as well as how many driving cycles that the control module has not detected the malfunction. That
the control module has not detected the malfunction may be due to the control module not having started
the test for the malfunction, conditions to detect the malfunction are not fulfilled, or that the malfunction
no longer exists.
The purpose of interpreting the counters is that it is possible to understand the malfunction's intensity, that is,
show "how much" intermittent the malfunction is, as well as help in assessing if the chances to repeat the
malfunction and customer symptom, and then succeed with troubleshooting.
If you read out the diagnostic trouble code information and it shows that the diagnostic trouble code test runs at
least once every driving cycle (e. g., when driving), the counters' value may be very important when assessing
the diagnostic trouble code's status and actions. However, if start of diagnostic trouble code test and its
conditions are difficult to achieve, the counters' values should be considered to be of less importance.
Counters 1 and 3 show driving cycles. Counters 2 and 4 also show driving cycles, but then really a "share" of
counters 1 and 3, respectively. In principle, counter 4 shows how many times that the customer should have
detected symptoms.
NOTE: For systems with diagnostic concept Generic Global Diagnostics (GGD). If
many diagnostic trouble codes are stored at the same time, then certain
diagnostic trouble codes (the oldest) will have these frozen values/counters
erased, this to save memory in the control module. These diagnostic trouble
codes will then only have counter 2 left. Note also that counter 2 will also be
erased when the memory is full, but often later than when other counters are
erased.
NOTE: For system with diagnostic concept Volvo Diagnostics II. If many diagnostic
trouble codes are stored at the same time, the control module keeps at least
half of the oldest and half of the newest diagnostic trouble codes in the trouble
code memory.
NOTE: For diagnostic trouble codes where the malfunction is not detected for many
driving cycles and where the malfunction is detected again, then frozen values
and counter values are written over with new values, that is, the diagnostic
trouble code is considered "new".
Example 1, Intermittent malfunction
Fig. 77: Identifying Intermittent Malfunction Example 1

1. Counter 1 = 5
2. Counter 2 = 2
3. Counter 3 = 25
4. Counter 4 = 10
5. Driving cycles
After the malfunction has been detected for the first time (driving cycle 0) the malfunction has been detected
again in 9 of the first 20 driving cycles. Using this, the conclusion can be drawn that in 11 driving cycles the test
has not been run or the malfunction has not been found, or a combination of these. After the last time that the
malfunction was detected, 5 driving cycles have passed, where the test was run in 2 driving cycles without
detecting a malfunction.
Conclusion: Intermittent malfunction
Assessment: Good possibility to repeat the malfunction and customer symptom, and thus succeed with
troubleshooting, as the malfunction has been found quite recently in several driving cycles.
Example 2, Permanent malfunction
Fig. 78: Identifying Permanent Malfunction Example 2

1. Counter 1 = 0
2. Counter 2 = 0
3. Counter 3 = 25
4. Counter 4 = 26
5. Driving cycles
After the malfunction has been detected for the first time the malfunction has been detected again in all
following driving cycles.
Conclusion: Permanent malfunction

Assessment: Very good possibility to repeat the customer symptom and thus succeed with troubleshooting, as
the malfunction has been found in every driving cycle. Since the malfunction has been detected during the
present driving cycle it does not really matter for troubleshooting if the malfunction has been detected in all
previous driving cycles or not.
The counter show more how "sure" the malfunction is as well as that it can confirm if the customer experienced
the malfunction as the counter indicates.

1. Counter 1 = 122
2. Counter 2 = 122
3. Counter 3 = 125
4. Counter 4 = 4
5. Driving cycles
After the malfunction has been detected for the first time the malfunction has been detected again in the 3
following driving cycles. After the last time that the malfunction was detected, 122 driving cycles have passed,
where the test has been run in 122 driving cycles without detecting a malfunction.

Assessment: Not very good chance to repeat the malfunction and the customer symptom and thus succeed with
troubleshooting, as the malfunction has only been detected in a few driving cycles a very long time ago.
The less driving cycles a malfunction has been detected in and the greater the number of driving cycles since
the malfunction was detected the last time, the more difficult it is expected to be to repeat the malfunction and
the customer symptom and thus succeed with troubleshooting.
This can be read off by the lower value is on counter 4 and the higher the value is on counter 1 and 2, as well as
the lower the difference is between the value on counter 3 and counter 2, the more difficult it is expected to be
to repeat the malfunction and the customer symptom and thus succeed with troubleshooting.

1. Counter 1 = 25
2. Counter 2 = 25
3. Counter 3 = 25
4. Counter 4 = 1
5. Driving cycles
After the malfunction has been detected for the first time, the malfunction has never been detected again. After
the last time that the malfunction was detected, 25 driving cycles have passed, where the test has run in 25
driving cycles without detecting a malfunction.
Assessment: Not very good chance to repeat the malfunction and the customer symptom and thus succeed with
troubleshooting, as the malfunction has only been detected in one driving cycle quite a long time ago.
Example 5 Unknown status
Fig. 81: Identifying Unknown Status Example 5

1. Counter 1 = 25
2. Counter 2 = 0
3. Counter 3 = 25
4. Counter 4 = 1
5. Driving cycles
After the malfunction has been detected for the first time, the malfunction has never been tested and/or detected.
After the last time that the malfunction was detected, 25 driving cycles have passed where the test has not been
started. Since the diagnostic trouble code test has not started anymore, it cannot be decided if the malfunction
exists or not.
Conclusion: Unknown status
Assessment: Read diagnostic trouble code information and try to achieve condition so that the diagnostic
trouble code test is started and run, which makes it possible to detect the malfunction. If the malfunction is
detected, chances are very good to repeat the customer symptom, and thus succeed with troubleshooting when
the malfunction has been found in the current driving cycle.
If the malfunction was not detected even though conditions are fulfilled, then chances are less good to repeat the
customer symptom, and thus succeed with troubleshooting as the malfunction has not been found in the current
driving cycle.
TO DECIDE DIAGNOSTIC TROUBLE CODE TEST'S STATUS
By reading out the diagnostic trouble code with associated status identifier, then status for the diagnostic
trouble code test that detects the malfunction and generates the diagnostic trouble code, is obtained.
Example 1, Permanent malfunction
Status identifier:
Malfunction found the last time that the diagnostic trouble code
= Yes
test was run during current driving cycle
Malfunction found at least once during the current driving
= Yes
cycle
Malfunction found at least once during the current and previous
= Yes
driving cycles
Malfunction found recently since erasing of diagnostic trouble
= Yes
codes
Diagnostic trouble code test run at least once since erasing of
= Test run
diagnostic trouble codes
Malfunction found at least once since erasing of diagnostic
= Yes
trouble codes
Diagnostic trouble code test run at least once during the current
= Test run
driving cycle
Request for lit warning light/text message = Yes
The diagnostic trouble code test has been run in both current driving cycle and in earlier driving cycles.
Malfunction has been detected both in current driving cycle and in previous driving cycle, which indicates that
Conclusion: Permanent malfunction.
Assessment: Very good chance to repeat the customer symptom and thus succeed with troubleshooting, as the
malfunction has been found in current and in previous driving cycle. Since the malfunction has been detected
during the present run cycle, it does not really matter for troubleshooting if the malfunction has been detected in
all previous driving cycles or not. If this information is supplemented with the counters' values you can decide
how "permanent" the malfunction is.
If the vehicle is stationary, e. g., with the ignition on, this means that the test runs directly when the ignition is
turned on. This makes it easier to both fins the malfunction and to verify that the malfunction cause has been
take care of.
Example 2, Unknown status
Status identifier:
Malfunction found the last time that the diagnostic trouble code
= No
test was run during current driving cycle
Malfunction found at least once during the current driving
= No
cycle
Malfunction found at least once during the current and previous
= Yes
driving cycles
Malfunction found recently since erasing of diagnostic trouble
= Yes
codes
Diagnostic trouble code test run at least once since erasing of
= Test run
diagnostic trouble codes
Malfunction found at least once since erasing of diagnostic
= Yes
trouble codes
Diagnostic trouble code test run at least once during the current
= Test not run
driving cycle
Request for lit warning light/text message = No
The diagnostic trouble code test has been run in previous run cycles but not in current driving cycle.
Malfunction has been detected in previous run cycle, but not in current driving cycle since the test has not
started. Warning light is on.
Conclusion: Unknown status
Assessment: Since the test has not started in the current driving cycle it is not possible to decide if the
malfunction is "active" right now. First read the diagnostic trouble code information and try to obtain conditions
so that the test is started and run, which enables detection of the malfunction. If the malfunction is detected,
chances are very good to repeat the customer symptom, and thus succeed with troubleshooting as the
malfunction has been found in the current driving cycle.
If the malfunction was not detected even though conditions are fulfilled, then chances are less good to repeat the
customer symptom, and thus succeed with troubleshooting as the malfunction has not been found in the current
driving cycle.
TO DECIDE OPERATION CONDITIONS WHEN THE MALFUNCTION WAS DETECTED
Malfunctions in a system may be intermittent. It is important to remember this when troubleshooting a possible
malfunction cause. If the malfunction is not in the vehicle when it is in the workshop you can miss a
malfunction cause since the values may be correct when troubleshooting takes place. A good indication of when
the malfunction first occurred for the first time are the frozen values that can be read out for every diagnostic
trouble code.
The frozen values are stored immediately after a malfunction has been detected. Most parameters in the frozen
values are the same for all malfunctions and indicate a general condition when a malfunction has been detected,
e. g., engine RPM, load, coolant temperature, vehicle speed and battery voltage. Some of them have been
selected to give a better understanding of the specific malfunction.
Diagnostic trouble code ECM-903F Electronic throttle unit, internal malfunction cam be used as an example of
how frozen values can be used.
The first possible source indicated in VIDA (Volvo scan tool) is the voltage feed to the electronic throttle unit
and then continues by suggesting that you check the battery and charging system. However, the battery's
condition when the vehicle is in the workshop does not necessarily show the battery voltage when the
malfunction was detected.
Instead, the best information is found in the frozen values, that is, voltage that the Engine control module
(ECM) detects when Electronic throttle module (ETM) indicated the malfunction.
However, you should remember that this is not an indication of voltage feed to Electronic throttle module
(ETM), it is voltage feed to Engine control module (ECM). If Engine control module (ECM) according to
frozen values has had good voltage the battery was okay. Therefore, voltage feed to Electronic throttle module
(ETM) should be checked separately.
Frozen values for ECM 903F:
 Condition, heated oxygen sensor control bank 1 = LR: Closed circuit with two sensors
 Condition, heated oxygen sensor control bank 2 = LR: Closed circuit with two sensors
 Calculated load = 4.71%
 Engine temperature = 87 °C
 Fuel adaption, quick adjustment, bank 1 = 15.63%
 Fuel adaption, slow adjustment, bank 1 = -0.78%
 Fuel adaption, quick adjustment, bank 2 = 23.44%
 Fuel adaption, slow adjustment, bank 2 = -0.78%
 Engine speed = 760 RPM
 Vehicle speed = 0 km/h
 Boost pressure = 30%
 Battery voltage = 12.50 V

 Throttle angle, desired value = 14.84%
 Air mass = 23.8 kg/h
 Outside temperature = 33 °C
In this case we assume that the vehicle had low battery voltage in the workshop. However, as can be seen in the
frozen values, battery voltage was okay when the malfunction occurred, so this was probably not the cause.
This is an example of how frozen values can be used to increase efficiency of troubleshooting and avoid using
too much time for incorrect troubleshooting. This prevents troubleshooting and fixing a malfunction that was
not the real cause of the problem that was to be solved.
The odometer reading (km) is sometimes included in frozen values in Engine control module (ECM). This
enables a quick comparison with the odometer so that you can assess if the malfunction occurred as part of the
troubleshooting and can be ignored. For example, CAN-network-related diagnostic trouble codes are saved
when the battery voltage drops during work on the vehicle since passenger compartment lighting and other
loads drain the battery.
The frozen values indicate odometer reading in km. If you multiply this value by factor 0.62 you obtain driving
distance in miles. Current driving distance in both miles and km can be read out with VIDA (Volvo scan tool).
Keep the following in mind when using frozen values for troubleshooting.
The frozen values to be used with care are those stored for the CAN-net and are related to diagnostic trouble
codes for Electronic throttle module (ETM).
If Electronic throttle module (ETM) detects that communication to Engine control module (ECM) is
interrupted, then malfunction flags will be generated in Electronic throttle module (ETM). These malfunction
flags will be sent to Engine control module (ECM) first when communication on the CAN-net works again.
This means that Engine control module (ECM) will store the diagnostic trouble codes first when Electronic
throttle module (ETM) delivers them, which in turn means that it is at this point in time that the frozen values
are saved. For Electronic throttle module (ETM) this means that the frozen values will be from a point in time
after the malfunction first occurred.
TOOLS FOR DIAGNOSTICS
Tools used for troubleshooting and diagnostics are divided into two different types, tools for Off Board
Diagnostic (diagnostics outside the vehicle) or On Board Diagnostic (diagnostics system in the vehicle) where
the control module's diagnosis is used.
There are several tools used for Off Board Diagnostics, a few intended for diagnosis of a control module and its
systems are mentioned in this document.
NOTE: There are control modules with integrated diagnosis, where read-out of
diagnosis only is possible with a built-in "tool". This applies to, e. g., climate
control module MCC for model S70/V70/C70, where read-out takes place via
light-emitting diode on the front of the panel. For, e. g., audio unit HU 1205 for
model S40/V40, the audio unit is not connected to the diagnostics socket in the
vehicle. All diagnostics as well as other settings are controlled directly by
menus in the display.
TOOLS FOR OFF BOARD DIAGNOSTICS
Troubleshooting instrument ("Carpenter's toolbox")
Fig. 82: Identifying Troubleshooting Instrument ("Carpenter's Toolbox")

This troubleshooting instrument ("Carpenter's toolbox") (998-8195) is connected in parallel with the fuel
control module and the vehicle's cable harness. Using the control on the box itself, you choose which values that
the analogue display is to show.
The box also contains two light-emitting diodes, one green and one red which are turn on/off, e. g., at released
or pressed down accelerator (check of throttle switch).
A number of different adapters made it possible to connect to different control modules.
Example of fuel systems where the tool can be used:
 LH-Jetronic, B200/230-engines for model 200/700.

 LE/LU-Jetronic, for model 360.

 Fenix, model 400.
 Motronic, model 740/760 Turbo.
Volvo System Tester - parallel connection
Fig. 83: Identifying Volvo System Tester With Parallel Connection

Volvo System Tester - parallel connection was introduced for model year 1986, as a troubleshooting instrument
where you connected in parallel between the control module and the cable harness.
Volvo System Tester measured input and output signals in analogue mode and signals were then shown in
Volvo System Tester. It was also possible to detect intermittent malfunctions.
With Volvo System Tester connected, it was possible to:
 Reading off values of signals such as coolant temperature, voltage on heated oxygen sensor, etc.
 Monitor certain signals and compare with pre-programmed values as well as register and store deviations.
A number of different adapters made it possible to connect to different control modules.
Thus, at parallel connection, diagnosis is performed of Volvo System Tester.
TOOLS FOR ON BOARD DIAGNOSTICS
Test diode
Fig. 84: Identifying Test Diode

The test diode (999-5280) is used to "flash" diagnostic trouble codes. The test diode is connected to a connector
(located in engine compartment on certain vehicles) and using this, the control module "flashes" diagnostic
trouble codes from certain ignition systems.
The test diode can also for some vehicles be used to check the CO-content from the engine. Then the test diode
is connected to another connector than when reading out diagnostic trouble codes.
1. Light-emitting diode
2. Connection to voltage feed.
3. Connection control module for reading out diagnostic trouble codes
4. Connection control module for checking CO-content.
Example of ignition systems where diagnostic trouble codes can be read out:
 Rex, model 240 with engine 230K (4 diagnostic trouble codes).

 EZ 102K, model 760 Turbo-84 engine B23 FT (5 diagnostic trouble codes).
 EZ 115K, model 760/780 engine B280E/F (6 diagnostic trouble codes).
Diagnostic socket with light-emitting diode

Fig. 85: Diagnostic Socket With Light-Emitting Diode

A diagnostic socket with light-emitting diode was located in the engine compartment for reading out Volvo
Diagnostics from the various systems. It was introduced for model year 1988. Every control module in the
vehicle was connected to one of the diagnostic socket's six positions.
As the number of control modules in the vehicles increased and one diagnostics socket was not enough for all
control modules, later on two diagnostics sockets were introduced, marked A and B.
For communication with a certain control module, the portable connector is connected to the control module's
position in the diagnostics socket. Then the different checking functions are activated by pressing down the
diagnosis button a different number of times.
When the button is pressed down, the cable to the control module is grounded, the ground pulse indicates to the
control module that communication is initiated and the diode is lit. Then you release the button. Then control
module then answers by grounding the cable in different patterns, making the diode turn on and off. Then these
"flash codes" must be translated.
Volvo Diagnostics I, the first version is found on, e. g., fuel control system LH 2.4 and ignition system EZ
116K for model 240 and 740.
This diagnostics socket is found in car models 240, 440/460, 740, 940/960 and 850 until model year 1995. For
the 400-model, this diagnostics socket is still used after model year 1995.
Volvo Diagnostic Key

Fig. 86: Identifying Volvo Diagnostic Key

All communication performed using the diagnostics socket with light-emitting diode requires both knowledge
about which commands are to be sent as well as how flashes from the control module should be interpreted.
Volvo Diagnostic Key - plain text reading was introduced for model year 1991 to facilitate reading out,
interpreting and entering flash codes when communicating.
The tool is connected to the diagnostics socket/sockets with the light-emitting diode and sends, via menu
selections, the right commands, then translates the control module's answer (light-emitting diode's flashes) to
plain text.
Volvo System Tester

Fig. 87: Identifying Volvo System Tester

Serial communication
When non-standardized serial communication was introduced in 1991/1992, Volvo System Tester was
developed to communicate serially with the control modules. This was so that the new possibilities with serial
communication could be used, that is, use the built-in diagnosis in the control module (On Board Diagnostic).
In connection with the introduction of Volvo Diagnostics II, model year 1996, the Volvo System Tester was
also developed for this standard.
Plain text reading
Volvo System Tester was also developed to handle the same functionality as Volvo Diagnostic Key, that is, to
work as a plain text reader.
Volvo System Tester can be connected to diagnostic socket (OBD II) as well as to diagnostic socket with light-
emitting diode via an adapter.
VADIS - Volvo Aftersales Diagnostic and Information System

Fig. 88: Identifying Volvo Aftersales Diagnostic And Information System (VADIS)
At the end of the 1990s, VADIS was introduced as diagnostics tool. Volvo System Tester was first used as
communication tool between the vehicle and PC, thereafter Volvo Communication Tool 2000 (VCT2000).
For a time both tools were used, depending on which system and model year you worked with. From 2005,
VADIS is replaced by the tool VIDA.
VIDA - Vehicle Information & Diagnostic for Aftersales

Fig. 89: Identifying Vehicle Information And Diagnostic For Aftersales (VIDA)
During 2005, VADIS was replaced by VIDA as the mandatory tool for diagnostics, among other things. Volvo
Communication Tool 2000 (VCT2000) is used as communication tool between the vehicle and PC.
Fig. 90: Identifying Volvo Communication Tool 2000

Beginning in 2007, VCT2000 will be replaced by DiCE (Diagnos Communication Equipment).
WHERE DO I FIND THE INFORMATION IN VIDA
INFORMATION
Information is found in VIDA (Volvo scan tool).
NOTE: Information for older cars (model year -1998) is read out using Volvo System
Tester, Diagnostic socket with light-emitting diode or Volvo Diagnostic Key.

DESIGN
CONTROL PANELS IN THE DRIVER'S DOOR

Fig. 91: Identifying Driver Door Module (DDM) Control Panels

The control panels in the driver's door are directly connected to the driver door module (DDM). Driver door
module (DDM) receives the input signals from the control panels. The control module then carries out the
function or transmits the signal on using CAN and LIN communication to the control module which is carrying
out the function.
 all power windows

 child-proof lock (only applies to S40/V50)
 all windows up/down (instead of child-proof lock) (only applies to C70)
 operating the door mirrors
CONTROL PANELS IN THE PASSENGER DOOR

Fig. 92: Identifying Passenger Door Module (PDM) Control Panels

The control panels in the passenger door are directly connected to the passenger door module (PDM).
Passenger door module (PDM) receives the input signals from the control panels. The control module then
carries out the function or transmits the signal on using CAN communication to the control module which is
carrying out the function.
 power window mechanism in the passenger door

THE DOOR LOCK
The passenger door module (PDM) and driver door module (DDM) have diagnostics for the front door locks.
THE POWER WINDOW MECHANISM

Fig. 93: Identifying Driver Door Module (DDM) / Passenger Door Module (PDM)
The window lift mechanism on the driver's side is operated via the control panel in the driver's door. The
window lift mechanism on the passenger side is operated either via the control panel in the passenger door or
via the control panel in the driver's door.
The rear power windows can be operated via the control panel in the driver's door or via the Left rear door
module (LDM) or Right rear door module (RDM) (only the driver's door for the C70). The power windows can
be operated when the ignition key is in position I or II. The power windows can also be operated from when the
ignition is switched off until one of the front doors is opened.
The control panel in the driver's door has four spring loaded switches which operate the individual windows
The control panels in the passenger door, left rear door and right rear door each have a spring loaded switch to
operate the relevant power window.
The switches for the window lift mechanisms in all doors have five positions which control the position of the
window (only applies to the front windows in the C70):
0) Normal position where the function is passive.

1) step 1 upwards, raises the window for as long as the button is activated.
2) step 2 upwards, automatically fully closes the window (AUTO-UP).
-1) step 1 downwards, lowers the window for as long as the button is activated.
-2) step 2 downwards, fully opens the window automatically (AUTO-DOWN).
Instead of child lock switch:
In the C70 the control panel in the driver's door is equipped with a button, which operates all windows up or
down.

All power window lift mechanisms in the front doors have an integrated function to prevent trapping.
Only the front power windows in the C70 have the integrated function to prevent trapping. When AUTO-UP is
activated, the window lift mechanism detects whether there is any resistance, i. e. whether too much force is
required to close the window. If so, the window stops and then lowers slightly. The anti-trapping system is
active during AUTO-UP if the window is open more than 3 mm.
A diagnostic trouble code (DTC) is stored if for any reason the power window mechanism is unable to
determine the window position. If this should happen, the power window mechanism must be re-initialized.
This is carried out via a diagnostic function in VIDA (Volvo scan tool).
The passenger door module (PDM) and driver door module (DDM) have diagnostics for the window lift
mechanisms and Hall sensors in the front doors.
The window lift mechanisms and Hall sensors in the rear doors can be diagnosed via the control modules in the
front doors on the relevant side of the vehicle.
DOOR MIRROR
Fig. 94: Identifying Door Mirror Connectors

Motors
The door mirror motors are operated via the control panel in the driver's door.
The mirrors can be adjusted in the X and Y axes via the two motors for each mirror. Two buttons on the control
panel, marked L and R, are used to select either the right or left-hand mirror for adjustment. An LED lights in
the button that is activated. Only one button can be activated at any one time (left or right). X and Y axis
adjustment is made using a control which maneuvers the mirror in the selected direction for as long as the
button is pressed (or until the mirror reaches a limit position). To deactivate the adjustment control, press the
left or right button again so that the LEDs are off. The mirrors can be adjusted when the ignition key is in
position I or II.
Power seats with memories for the door mirrors are optional equipment. (only S40/V50 2004 and C70). This
function requires that the position of the mirrors is saved when the car is locked. Two sensors in each mirror
register the mirror position in the X and Y axes.
The door windows can be equipped as an option with a motor that allows the mirror housing to be folded in.
The motor for folding in the door mirrors is diagnosed and powered by the driver door module (DDM) and
passenger door module (PDM) respectively.
The motors and sensors used to set the position of the door mirrors form one unit and cannot be replaced
separately.
Heating
The door mirrors contain a heating loop to defrost the glass. The heating loop is on the reverse of the mirror
glass. In the event of a fault, the entire mirror glass must be replaced. The heating loops are supplied with power
and ground by the driver door module (DDM) and passenger door module (PDM), which also have diagnostics
for the loops. However the function is activated by the climate control module (CCM).
Lights in the door mirrors
The door mirrors can be equipped with lamps. The lamps are mounted on the underneath of the mirror housing.
lamps. However the function is activated by the central electronic module (CEM) and the remote control.
Outside temperature
In the left mirror there is a temperature sensor which measures the outside temperature. The temperature
information is used by the driver information module (DIM). The temperature sensor is directly connected to
The temperature sensor in the left mirror housing can be replaced separately. The temperature sensor is
diagnosed via the central electronic module (CEM).
Turn signal lamps
There are turn signal lamps in both door mirror housings. These are mounted at the ends of the mirror housings.
lights in the turn signal lamps.
However, the function is activated via the left control stalk. A signal is transmitted by the steering wheel
module (SWM) to the driver door module (DDM) respectively passenger door module (PDM), via the central
See DIAGNOSTIC FUNCTIONS, DRIVER DOOR MODULE (DDM).
See DIAGNOSTIC FUNCTIONS, PASSENGER DOOR MODULE (PDM).

DIAGNOSTIC FUNCTIONS, PASSENGER DOOR MODULE (PDM)
A diagnostic trouble code (DTC) is stored if the control module detects a fault. The passenger door module
(PDM) can store up to 10 diagnostic trouble codes (DTCs).
This function can be used to continuously read off the values and status of parameters from the passenger door
module (PDM).
Use this option to activate components / functions in the passenger door module (PDM).


 software P/N
DIAGNOSTIC FUNCTIONS, DRIVER DOOR MODULE (DDM)
A diagnostic trouble code (DTC) is stored if the control module detects a fault. The driver door module (DDM)
can store up to 10 diagnostic trouble codes (DTCs).
This function can be used to continuously read off the values and status of parameters from the driver door
module (DDM).
Use this option to activate components / functions in the driver door module (DDM).


 software P/N
New software can be downloaded into the passenger door module (PDM) and the driver door module (DDM).
The window positions must be initialized again after replacing the control module. This is so that the new
control module stores the closed position of the window. Initialization is carried out using the diagnostic tool.
If the car has power seats with memory for the door mirrors (only S40/V50 2004 and C70), this function can be
switched off. This means that the personal settings for the door mirrors, based on the remote control used to
unlock the door, can be deactivated. Deactivation is carried out using the diagnostic tool. These customer
parameters are stored in the control module but not in the Volvo central database. This means that the
deactivation must be repeated when hardware is replaced.
FUNCTION
CENTRAL LOCKING
See central locking.
OPERATING WINDOWS
Fig. 95: Identifying Driver Door Module (DDM) Network

Operating the window from the driver's seat
The window is operated by the switch in the control panel (3/81). The motor for the power window on the
driver's side is controlled directly from the driver door module (DDM) (3/126). The motor for the power
window on the passenger side is controlled via controller area network (CAN) communication from the driver
door module (DDM) to the passenger door module (PDM) (3/127). The signals for operating the rear window
on the driver's side are transmitted from the driver door module (DDM) to the rear window using LIN-
communication. The signals for operating the rear window on the passenger side are transmitted from the driver
door module (DDM) via the controller area network (CAN) to the passenger door module (PDM) and then to
the rear window using LIN-communication.
Operating the front window on the passenger side
The passenger door module (PDM) (3/127) only operates the front window on the passenger side. The window
is operated by the switch in the control panel (3/82). The signal is sent via the passenger door module (PDM) to
the power window motor on the passenger side.
Operating the window in the left-hand rear door (does not apply to the C70)
Left rear door module (LDM) (3/128) can only operate the window in the left rear door. The window is
operated by the switch in the control panel (3/85). The signal is sent via the left rear door module (LDM) to the
power window motor in the left rear door.
Operating the window in the right-hand rear door (does not apply to the C70)
Right rear door module (RDM) (3/129) can only operate the window in the right rear door. The window is
operated by the switch in the control panel (3/86). The signal is sent via the right rear door module (RDM) to
the power window motor in the right rear door.
Activating the child lock (does not apply to the C70)
If the child lock is activated from the driver door module (DDM), the rear windows cannot be operated from the
rear doors. The child lock is operated via the switch in the control panel on the driver's side. A signal is
transmitted to the driver door module (DDM) and on via LIN-communication to the left rear door module
(LDM) and right rear door module (RDM) which shut off window operation in the respective doors.
Operating all windows at the same time (only applies to C70)
On the control panel for the C70 there is a button for operating all windows up or down.

FUNCTIONS IN THE DOOR MIRRORS
The functions in the door mirrors (6/62 left) (6/63 right) are controlled from the control panels for the driver
door module (DDM) (3/126) or passenger door module (PDM) (3/127) are:
 setting the mirror position

 folding in the door mirrors
 heating the mirrors
 approach lighting/guide lighting
 turn signal lamps.
Adjusting the mirror position

Fig. 96: View Of Passenger Door Module (PDM) Network

The position of the mirror is controlled using buttons on the control panel on the driver's side (3/81). The driver
door module (DDM) (3/126) transmits a signal directly to the mirror on the driver's side (6/62). When adjusting
the mirror on the passenger side (6/63), a signal is transmitted via the driver door module (DDM) to the
passenger door module (PDM) (3/127) on the controller area network (CAN). The passenger door module
(PDM) transmits the signal to the door mirror.
If the vehicle has power seats with memory for the door mirrors (only S40/V50 2004 and C70), the position of
the mirrors is stored by two potentiometers. The signal indicating the position in the X and Y axes is received
by the driver door module (DDM) and passenger door module (PDM). When one of the buttons on the control
unit for the power seat is activated, a signal is transmitted from the power seat module (PSM) (3/26) (for C70;
power seat module, left (PSL)) to the driver door module (DDM) and passenger door module (PDM). This
adjusts the door mirrors to the stored position. The stored position can also be set according to which remote
control is used to unlock the vehicle.
Folding in the door mirrors

Fig. 97: Identifying Driver Side Control Panel Network

The mirror is folded by holding the L and R buttons on the control panel (3/81) on the driver's side. A signal is
transmitted via the driver door module (DDM) (3/126) to the passenger door module (PDM) (3/127) via the
controller area network (CAN). The control modules send the signal on to each door mirror (6/62 and 6/63),
which fold each mirror in or out.
Heating the mirrors

Fig. 98: Identifying Climate Control Module (CCM) Network

Mirror heating is activated at the same time as rear windshield heating (there is no rear windshield heating on
the C70). When the switch for heated rear windshield / door mirrors is pressed the climate control module
(CCM)) (3/112) activates rear windshield heating. At the same time the signal is sent via the controller area
network (CAN) to the driver door module (DDM) (3/126) and the passenger door module (PDM) (3/127) to
activate the door mirror heating. When the Driver door module (DDM) respectively, Passenger door module
(PDM) receive the signal, the outputs for each door mirror are powered (6/62 and 6/63). The function is
switched off at the same time as the rear window defrosting. This can happen in three different ways:
 If the switch for heated rear windshield/door mirrors is pressed again after activation, the function is
switched off, using a signal from the climate control module (CCM)
 The heating switches off automatically 12 minutes after activation. The driver door module (DDM) and
the passenger door module (PDM) receive a signal from the climate control module (CCM) which
requests that the function is activated
 The heating is also switched off if the ignition is switched off.
Approach lighting/Guide lighting

Fig. 99: Identifying Steering Wheel Module (SWM) Network

The approach lighting is activated using the remote control for the vehicle. The function can only be activated
when the ignition is off. When the yellow button on the remote control is pressed, the central electronic module
(CEM) (4/56) receives an activation signal which is sent onwards on the controller area network (CAN). The
driver door module (DDM) (3/126) and passenger door module (PDM) (3/127) receive the signal and switch on
the lighting for the left door mirror (6/62) and the lighting for the right door mirror (6/63). The function is
deactivated by pressing the button on the remote control again. A signal is then sent from the central electronic
module (CEM) to the driver door module (DDM) and passenger door module (PDM) requesting that the
function is switched off. The function is also switched off when the ignition is switched on.
The guide lighting is activated using the left control stalk (the key must be removed from the ignition switch).
Steering wheel module (SWM) (3/254) transmits a signal via the controller area network (CAN) to the central
electronic module (CEM). When the car is then locked, the central electronic module (CEM) sends a signal
onwards via the controller area network (CAN) to the driver door module (DDM) and passenger door module
(PDM), which turn on the lights in the door mirrors. The lights are part of the guide lighting function and
remain on for a set time (30, 60 or 90 seconds).
Measuring the outside temperature

Fig. 100: Identifying Left Door Mirror Temperature Sensor Connector

SHORT-DROP
During operation of the roof, all side windows lower at least 80 mm to prevent friction between the roof unit
and the windows. A signal is transmitted from the Convertible Roof Module (CRM) via the CAN network to
the Driver door module (DDM) and the Passenger door module (PDM). These send a signal on via LIN to the
Left rear door module (LDM) and Right rear door module (RDM). When the door are opened the window
lowers 4 mm to prevent wearing the roof's rubber weatherstrip. After the door has been closed the window goes
up behind the rubber weatherstrip to prevent leakage.
SYSTEM OVERVIEW
FRONT DOOR CONTROL MODULES

The driver door module (DDM) and the passenger door module (PDM) are broadly similar in terms of
functionality. Both these control modules are described in common in this document. In those cases the
differences between the driver door module (DDM) and the passenger door module (PDM) are given. The main
task of both control modules is to manage:
 the power window mechanism

 the door lock
 door mirror adjustment
 door mirror folding
 door mirror heating
 turn signal lamps in the door mirrors.
The control modules are in their respective doors. The driver door module (DDM) is on the driver's side. The
passenger door module (PDM) is on the passenger side. The control modules are integrated with the power
window lift motors. The control modules must also be replaced when replacing the power window lift motors.
There are two types of control module, Standard and High. The difference between the variants is that Standard
does not have deadlocks, memory function for the mirrors (only S40/V50 2004 and C70) or approach lighting.
The driver door module (DDM) and passenger door module (PDM) communicate with directly connected
components and with other control modules and components connected via controller area network (CAN).
The driver door module (DDM) and passenger door module (PDM) communicate with the control module for
the rear doors for their respective sides of the vehicle via LIN communication.
doors.
Any diagnostic trouble codes (DTCs) are stored in the relevant control module memory. The data can be read
off.
that are operated via the switches on the control panels in the respective doors. The control module is powered
UNDER REAR SIDE WINDOW

Fig. 102: Identifying Rear Door Control Modules

Left rear door module (LDM) and Right rear door module (RDM) are completely the same and only manage the
functions for power windows and door locks in their respective door.
The control modules are positioned in their respective doors (in the C70 they are located under the respective
rear side window). The control modules are integrated with the power window lift motors. The control modules
must also be replaced when replacing the power window lift motors.
There are two types of control module, Standard and High. The difference between the variants is that Standard
does not have deadlocks or child-proof locks. (child-proof locks does not apply to the C70).
The left rear door module (LDM) and right rear door module (RDM) communicate with directly connected
components and with the control module for the front door on the relevant side of the vehicle via LIN-
communication.
doors.
Any diagnostic trouble codes (DTCs) are stored in the relevant control module in the front doors. The data can
be read off.
that are operated via the switches on the control panels in the respective doors. The control module is powered
SIGNALS
The table below summarizes the input signals to and output signals from the driver door module (DDM) and
passenger door module (PDM). The signal types are divided into directly connected signals, LIN and CAN
communication. The illustration below (Fig. 103) displays the same information with the Volvo component
designations.

 The door lock  Window lift mechanisms (front doors)
 Sensors used to set the position of the door  Door locks (front doors)
mirror (2 per mirror)  Door mirror motors (3 per mirror)
 Control panels.  Door mirror heating
 Lights in the door mirrors (optional

equipment)
 Control panels.
 Turn signal lamps in the door mirrors.

Left rear door module (LDM) (3/128)  Left rear door module (LDM) (3/128)
 Right rear door module (RDM) (3/129).  Right rear door module (RDM) (3/129).
 Climate Control Module (CCM) (3/112)  Climate Control Module (CCM) (3/112)
 Central electronic module (CEM) (4/56)  Central electronic module (CEM) (4/56)
 Driver door module (DDM) (3/126) (applies  Passenger door module (PDM) (3/127)
only to passenger door module (PDM)) (applies only to driver door module (DDM))
 Power seat module, left (PSL) (3/26)  Phone module (PHM) (16/60) (optional
 Power seat module, right (PSR) (3/27) equipment).
 Convertible Roof Module (CRM) (4/59)  Convertible Roof Module (CRM) (4/59)
Fig. 103: Driver Door Module (DDM) And Passenger Door Module (PDM) System Overview
DRIVER INFORMATION MODULE (DIM) (2006-2012)

A diagnostic trouble code (DTC) is stored if the control module detects a fault. The driver information module
(DIM) can store up to 10 diagnostic trouble codes (DTCs).
This function can be used to read off the values and status of parameters from the driver information module
(DIM).
For further information about the different parameters, see: DESCRIPTION OF PARAMETERS
Use this option to activate components / functions in the driver information module (DIM).
For further information about activations, see: DESCRIPTION OF COMPONENT / FUNCTIONS

ACTIVATION
PROGRAMMING CUSTOMER PARAMETERS
Use this function to program customer parameters in the driver information module (DIM).
For further information, see: DESCRIPTION OF THE PROGRAMMED VALUES
memory.

 software P/N
New software can be downloaded into the driver information module (DIM). When ordering software, the
If the comparison between the car and the Volvo central database does not correspond, the database is updated
with the configuration of the car. The software download then begins.
The control module is integrated in the driver information module (DIM). When replacing the control module
the entire combined instrument panel must also be replaced.
The language in the combined instrument panel can be changed. This is done by ordering new software for the
driver information module (DIM) from the replacement parts catalogue. In the replacement parts catalogue there
is software for reloading the driver information module (DIM) (Reloading DIM) and software for changing to a
number of different languages. Reloading reloads the same software that was installed before the control
module was replaced.
There are other functions in the combined control module which can be ordered. However, these are not
downloaded into the driver information module (DIM) but into the central electronic module (CEM). These are
functions such as the trip computer.
A number of customer parameters can be programmed into the driver information module (DIM). This is not
done using software downloads but using VIDA (Volvo scan tool).
To change these customer parameters, the car configuration file must be updated so that the market code for the
driver information module (DIM) is reset to "User Defined". This update is made through a software download.
This only needs to be done once.
The following customer parameters can be programmed into the driver information module (DIM):
 Conditions for the service message to be displayed, mileage, time and engine hours
 Unit of temperature. The options are Fahrenheit and Celsius
 Units in the trip computer (only applies to vehicles with trip computers). Fuel consumption can be
displayed in liters per 100 km, miles per GB Gallon, miles per US Gallon and kilometers per liter
 12 or 24 hour clock display.
These customer parameters are stored in the driver information module (DIM) but not in the Volvo central
database. This means that the customer parameters must be reprogrammed when hardware is replaced.
FUNCTION
TEXT MESSAGES
Fig. 104: Identifying Text Message Function

There is a display for text messages etc in the center of the upper section of the driver information module
(DIM) (5/1). This provides the driver with supplementary information about the various warning symbols. This
is to reduces the number of different symbols in the combined instrument panel. Other types of messages, such
as the functions of the trip computer, are also displayed.
If the vehicle is equipped with the function automatic start/stop of engine guiding information is shown about
the function.
Depending on the situation, request for these messages may come from Central electronic module (CEM) (4/56)
or Steering wheel module (SWM) (3/254).
There is an order of priority where all warning messages have precedence.
OUTSIDE TEMPERATURE
Fig. 105: Identifying Outside Temperature Function

The outside temperature gauge is integrated in the upper display. This function displays the outside temperature.
If there is a risk of icy road conditions, a snow flake symbol is displayed to warn the driver. The snowflake is
displayed in a range of -5 to +2 °C.
A sensor which detects the outside temperature is mounted in the left-hand door mirror (6/62). The temperature
sensor is directly connected to the central electronic module (CEM) (4/56) which then forwards the signal to the
driver information module (DIM) (5/1). The temperature is displayed in Celsius or Fahrenheit, depending on the
market, in increments of one degree. The unit for temperature display is a programmable customer parameter.
CLOCK
Fig. 106: Identifying Driver Information Module (DIM) Function

The only function of the clock is to display the time in hours and minutes. The clock is in the upper display.
Information is transmitted from the central electronic module (CEM) (4/56) to the driver information module
(DIM) (5/1) via the controller area network (CAN).
The customer can adjust the time using a knob at the bottom of the driver information module (DIM). During
adjustment, the driver information module (DIM) transmits the new time to the central electronic module
(CEM). The central electronic module (CEM) registers the change and updates its clock accordingly.
The customer can select the way in which the time is displayed:
 12 hour clock. The time is automatically displayed with AM or PM

 24 hours clock.
SEAT BELT REMINDER


The seat belt reminder reminds the driver to put on the seat belt. There are two versions of the seat belt
reminder:
 European and
 American.
The difference between the two is described below. The signals which indicate the variant (European or
American) are transmitted by the central electronic module (CEM) (4/56) via the control area network (CAN).
Two small symbols light by the lamp in the roof to indicate that the seat belt is not fastened. The driver
information module (DIM) (5/1) emits an audible signal to warn the driver that the seat belt is not fastened.
European version (applies up to and incl. structure week 200650)
All the seats in the vehicle are monitored.
The light symbols will light in the Driver information module (DIM) and in the lamp module in the roof if the
belt is not fastened when the ignition is switched on. There is an audible signal from the driver information
module (DIM) when the vehicle speed exceeds 10 km/h. This continues for 6 seconds until either the seat belt is
fastened or reverse gear is selected or the audible signal is switched off using the Read button on the control
stalk. The audible signal's frequency increases at speeds exceeding 25 km/h and at speeds exceeding 40 km/h
the volume also increases.
For the backseat there is status monitoring that generates various text messages depending on which belts are
used. These messages are turned off 30 seconds after the vehicle has reached speed above 10 km/h.
European version (applies from and incl. structure week 200651)
Front seats:
module (DIM) when the vehicle speed exceeds 10 km/h. This continues until the belt is fastened or reverse
engaged. The audible signal's frequency increases at speeds exceeding 25 km/h and at speeds exceeding 40
km/h the volume also increases. If the loudest volume is activated, above 40 km/h, it will continue for 90
seconds even if the speed drops below 40 km/h.
Backseat:
For the rear seat there is a status monitor that generates different text messages depending on which seat belt is
used. These messages go out 30 seconds after the vehicle has reached a speed greater than 10 km/h if a belt is
fastened. If a belt is unfastened, the driver is alerted via text message as well as light and audible signals. The
signals follow the front seat.
All messages can be switched off using the Read button on the control stalk.
American version (-2004)
When the ignition is switched on, the symbols light continuously for 6 seconds, or until the driver's seat belt is
fastened. At the same time there will be a ringing sound from the driver information module (DIM) for the same
period of time. If the driver then undoes the seat belt, the audible signal will not resume if more than 6 seconds
have passed since the ignition was switched on.
American version (2005-2008)
When the ignition is switched on, the symbols light continuously for 6 seconds, or until the driver's seat belt is
fastened. At the same time there will be a ringing sound from the driver information module (DIM) for the same
period of time. The seat belt reminder for the front passenger will also be activated after 1 minute. There will
then be a 6-second signal every 30 seconds should either the driver or the front passenger not have their seat
belt fastened. Once 6 seconds have passed since the ignition was switched on, the seat belt reminder is
deactivated and there is no audible signal.
American version (2009-)

Front seats:
module (DIM) when the vehicle speed exceeds 10 km/h. This continues for 6 seconds until either the seat belt is
fastened or reverse gear is selected.
Backseat:
For the rear seat there is a status monitor that generates different text messages depending on which seat belt is
used. These messages go out 6 seconds after the vehicle has reached a speed greater than 10 km/h if a belt is
fastened. If a belt is unfastened, the driver is alerted via text message as well as light and audible signals. The
signals follow the front seat.
All messages can be switched off using the Read button on the control stalk.
TRIP ODOMETER / ODOMETER
Fig. 108: Identifying Brake Warning Lamp Function

The function of the trip odometers and the odometer is to display the three available odometer modes. The two
settings are the total mileage of the car and the mileage since the two trip odometers were last set to zero. The
trip odometers can be reset individually. The odometer and one of the two trip odometers are always displayed.
Press the button briefly to switch between the two trip odometers. Hold the button in longer to reset the trip
odometer. The driver information module (DIM) must also be powered.
The central electronic module (CEM) (4/56) receives a speed signal from the brake control module (BCM)
(4/16) which is transmitted on the high speed section of the control area network (CAN). The central electronic
module (CEM) then transmits the signal on to the driver information module (DIM) (5/1) via the low speed
section of the control area network (CAN). The distance traveled is saved every fourth kilometer and the value
is stored in the central electronic module (CEM).
SERVICE MESSAGE

The following information applies to vehicles of model year 2008 and earlier
The service message appears the first time the ignition is switched on after the condition for servicing has been
fulfilled. The service message is shown every 120 seconds (model year 2006- 240 seconds) each time the
off (applies to model year 2006-). The service message consists of the text "Time for service". The condition for
the service message to appear can be programmed based on three different parameters:
 mileage
 time and
 engine hours.
The quality of the engine oil also has an impact on when the message is displayed. However this parameter
cannot be programmed.
The following information applies to vehicles of model year 2009 and later
In order to give the car owner greater possibility of having maintenance service done at the right time, the driver
is informed when it is time to book a time for maintenance service. The service message is shown before the
actual conditions for the service interval are fulfilled, to avoid exceeding the service interval.
The service message is shown as a text message in the Driver information module (DIM) in the following
steps:
1. Book time for service
The text message "Book time for service" is shown when any of the following conditions is fulfilled:
1, 250 km (777 miles) before distance condition for service interval.
 1 month before time condition for service interval.
 100 hours before engine time condition for service interval.
2. time for service
The text message "Time for service" is shown when any of the conditions for service interval is fulfilled.
The service interval is dependent on model, engine, and market, and thus it varies.
An example of condition for a service interval may be:
Distance condition - 15, 000 km.


 Time condition - 12 months.
 Engine time condition - 750 hours.
3. Time for service exceeded
The text message "Time for service exceeded" is shown when any or several of the conditions for service
interval are fulfilled, and any of the following conditions is fulfilled:
 1, 250 km (777 miles) after distance condition for service interval.

 1 month after time condition for service interval.
 100 hours after engine time condition for service interval.
The service message continues to be shown every time the ignition is turned on, until maintenance service is
done and the service message has been erased.
The conditions for showing the service message can be programmed according to three different
parameters:
 Distance condition - Driving distance.

 Time condition - Number of months since last service.
 Engine time condition- Number of hours engine has been running.
The engine oil's quality also has an impact on when the service message is shown. However, this parameter
cannot be programmed.
NOTE: The service message may vary depending on market and/or language.
Resetting the service message
The service message can be reset using VIDA (Volvo scan tool) or as follows:
 Turn the key to position I

 Press the reset button for the trip odometer. Turn the key to position II within two seconds
 Hold the button pressed down until the information lamp begins to flash
 Release the button.
ENGINE TEMPERATURE GAUGE

Fig. 110: Identifying Engine Temperature Gauge Function

The engine control module (ECM), (4/46) processes the value it receives from the engine coolant temperature
(ECT) sensor. The processed value is then transmitted to the central electronic module (CEM) (4/56) on the
high speed section of the control area network (CAN). The central electronic module (CEM) receives the signal
and generates a corresponding signal on the low speed section of the control area network (CAN). The driver
information module (5/1) reads the signal from the low speed section of the control area network (CAN). The
driver receives information about the temperature from the engine coolant temperature gauge in the combined
instrument panel. A red lamp lights if the value is too high. A text message with explanatory information is also
displayed.
PARKING BRAKE

The sensor for the parking brake is directly connected to the central electronic module (CEM). A signal which
indicates whether the parking brake is applied or not is transmitted from the sensor to the central electronic
module (CEM) (4/56). The central electronic module (CEM) sends the signal on to the driver information
module (DIM) (5/1) via the controller area network (CAN). When the parking brake is applied (activated) the
lamp lights.
The driver information module (DIM) can be programmed so that the driver is also warned by an audible signal
that the parking brake is activated.
SRS WARNING LAMP

Fig. 112: Identifying SRS Warning Lamp Function

The supplementary restraint system (SRS) (4/9) contacts the driver information module (DIM) (5/1) if there is a
problem in the system. A signal is transmitted via the control area network (CAN) and the driver information
module (DIM) lights the SRS lamp and displays a text message. The driver information module (DIM) also
informs the supplemental restraint system module (SRS) whether the indicator lamp is working or not. A text
message is displayed and the red warning lamp lights if the SRS warning lamp is not working.
BRAKE WARNING LAMP

Fig. 113: Identifying Brake Warning Lamp Function

The brake control module (BCM) (4/16) informs the driver information module (DIM) (5/1) if there is a fault in
the brake system. The driver information module (DIM) informs the driver by lighting warning lamps and also
displaying a text message. The signal is transmitted from the brake control module (BCM) (4/56) to the central
electronic module (CEM) on the high speed section of the control area network (CAN). The central electronic
module (CEM) transmits the signal onwards on the low speed section of the controller area network (CAN) to
the driver information module (DIM).
The brake fluid level sensor detects the level of the brake fluid in the reservoir. The switch in the sensor closes
again when the level is low. A signal is then transmitted on the controller area network (CAN) to the driver
information module (DIM) which lights the red warning lamp and the brake warning lamp. The driver
information module (DIM) also displays a text message.
FUEL GAUGE

There is sensor in the fuel tank, in some cases two. These transmit signals about the actual fuel level to the
central electronic module (CEM) (4/56). The central electronic module (CEM) sends the signals on to the driver
information module (DIM) (5/1). The driver information module (DIM) receives the signals, interprets them
and displays the actual fuel level in the fuel gauge.
The low fuel level warning lamp lights when the fuel level is low. The warning lamp informs the driver that the
fuel level is low. The warning lamp lights when there has been less than nine liters of fuel in the tank for 45
seconds.
The fuel gauge is not sensitive to rapid change. This is to prevent incorrect values being displayed when
cornering or driving on slopes for example.
SPEEDOMETER
Fig. 115: Identifying Speedometer Function

The speedometer displays the actual speed the car is traveling at.
Information about speed comes from the speed sensor which is connected to the brake control module (BCM)
(4/16) and the transmission control module (TCM) (4/28). The brake control module (BCM) and the
transmission control module (TCM) calculate an average speed based on the signals sent from the two front
wheels by the speed sensors. The calculated speed signals are then sent to the central electronic module (CEM)
(4/56) from the brake control module (BCM) and the transmission control module (TCM) on the high speed
section of the controller area network (CAN). Depending on the quality of the signal, the central electronic
module (CEM) uses the signal from the brake control module (BCM) or the transmission control module
(TCM). The central electronic module (CEM) then sends this information on to the driver information module
(DIM) (5/1) which displays the speed.
Transmission control modules (TCM) are only installed in cars with automatic transmissions. In cars with
manual transmissions, the speed signal is sent to the central electronic module (CEM) only by the brake control
module (BCM).
TACHOMETER
Fig. 116: Identifying Engine Temperature Gauge Function

A flywheel sensor is connected to the engine control module (ECM) (4/46). The engine control module (ECM)
transmits the engine speed on the high speed section of the control area network (CAN). The central electronic
module (CEM) (4/56) receives the signal and generates a corresponding signal on the low speed section of the
control area network (CAN). The driver information module (DIM) (5/1) reads the signal and displays the
engine speed for the driver.
GEAR SELECTION INDICATOR (GSI) (ONLY DRIVE VEHICLES)

Fig. 117: Identifying Gear Selection Indicator (GSI)

Engine control module (ECM) (4/46) checks the vehicle speed in relation to the current gear. The value is sent
to the Central electronic module (CEM) (4/56) and on to Driver information module (DIM) (5/1).
In the lower information display in the Driver information module (DIM), an arrow appears at the most
appropriate time to change up or down.
WARNING LAMP FOR LOW OIL PRESSURE (ONLY APPLIES TO VERSIONS WITH OIL PRESSURE SENSOR)
The oil pressure sensor is connected to the engine control module (ECM) (4/46). The engine control module
(ECM) transmits the oil pressure signal onwards via the high speed section of the control area network (CAN).
The central electronic module (CEM) (4/56) receives the signal and generates a corresponding signal on the low
speed section of the control area network (CAN). The driver information module (DIM) (5/1) receives the
signal. If the oil pressure is low, the driver information module (DIM) lights a red warning lamp to warn the
driver. Explanatory information is also displayed as a text string.
HINT: In vehicles with an oil level sensor, the general warning lamp comes on and a text message
appears when the oil level is too low.
This function displays different "faults" in the car. When a lamp lights this is followed by a text message that
presents the driver with additional information about why the lamp has lit. The red warning lamp lights in the
event of serious faults that affect driveability.
YELLOW INFORMATION LAMP
This function displays information. When a lamp lights this is followed by a text message that presents the
driver with additional information about why the lamp has lit. The yellow information lamp lights when there is
information of a less serious nature.
MALFUNCTION INDICATOR LAMP (MIL)
The malfunction indicator lamp (MIL) only lights in the driver information module (DIM) (5/1) if certain
specific emissions related diagnostic trouble codes (DTCs) are stored in the engine control module (ECM)
(4/46) or transmission control module (TCM) (4/28). A text message is also displayed when the lamp lights.
The signal between the driver information module (DIM) and engine control module (ECM) is directly
connected.
SYSTEM OVERVIEW
CONTROL MODULE

The most important role of the driver information module (DIM) is to display the status of the vehicle systems
for the driver. This covers functions such as:

 engine speed (RPM)
 fuel level
 various warning signals.
The control module is integrated in the combined instrument panel. If the control module is replaced, the
combined instrument panel must also be replaced.
The driver information module (DIM) communicates with other control modules and components via CAN
communication. However some functions are connected directly.
The control module checks the input and output signals through an integrated diagnostic system. A diagnostic
trouble code (DTC) is stored if the control module detects an error. In certain cases the control module replaces
the faulty signal with a substitute value.
Any diagnostic trouble codes (DTCs) are stored in the control module memory. The data can be read off using
An easy way of checking that the driver information module (DIM) is both powered and grounded is to check
whether the following warning lamps come on when the ignition is switched on:
 parking brake
 malfunction indicator lamp (MIL) and
 brake fluid level.
SIGNALS
The following table summarizes input and output signals to and from the driver information module (DIM). The
signal types are divided into directly connected signals and Controller area network (CAN) communication. The
illustration below (Fig. 119) displays the same information with the Volvo component designations.

 Malfunction indicator lamp (MIL). -
 Brake control module (BCM) (4/16)  Brake control module (BCM) (4/16)
 Engine control module (ECM) (4/46)  Phone module (PHM) (16/60)
 Phone module (PHM) (16/60)  Supplemental Restraint System Module
 Supplemental Restraint System Module (SRS) (4/9)
(SRS) (4/9)  Multimedia module (MMM) (16/108)
 Transmission Control Module (TCM) (4/28)  Climate control module (CCM) (3/112).
 Steering wheel module (SWM) (3/254).
 Convertible Roof Module (CRM) (4/59) (only
applies to C70)
Fig. 119: Identifying Driver Information Module (DIM) Components

ELECTRIC RETRACTABLE HARDTOP (2006-2012)

DESIGN
THE ROOF'S LINK SYSTEM
Fig. 120: Roof's Link System

The electrically convertible hardtop has a link system to which the front (1), center (2) and rear (3) roof sections
and the parcel shelf (4) are connected.
The main links arms (5) are connected to the body at the rear edge. The center roof section is fixed to the main
link arms. The front roof section sits on link arms (6) that are articulated to the main link arms. The rear roof
section is also fastened to link arms (7) that are articulated to the main link arms.
The movement of the center and rear roof sections is generated by the link arms being actuated by two
hydraulic cylinders known as the master cylinders. The movement of the front roof section is generated by two
other hydraulic cylinder, known as the front roof cylinders.
The convertible roof module (CRM) regulates roof operation.
TRUNK LID
Fig. 121: Trunk Lid

The trunk lid consists of an upper section (1) and a lower section (2), each of which is moveably secured to a
hinge (7).
The trunk lid can be opened in two ways, partly like a normal trunk lid, guided by hinges (6) and partly in the
opposite direction, guided by hinges (7). The latter for when the roof is opened and closed. An electric catch
motor (5) locks the upper section of the trunk lid in the catches (4) when the roof is not being operated.
LOCKING SYSTEM
Fig. 122: Locking System

1. Catch, front roof section

2. Catch, center roof section
3. Catch, rear roof section
4. Catch, rear roof section, car body side
5. Catch, trunk lid
6. Lock pins, for open roof
1. There are two latches located under the front edge of the front roof section. When the roof is closed, the
two latches (A) lock the front roof section against the windshield frame. This is done with the help of the
front roof lock cylinder.
2. Two latches (B) lock the rear edge of the front roof section to the front edge of the center roof section.
This is done with the help of the two roof cylinders (C).
3. Two rods (D) lock the rear edge of the center roof section to the front edge of the rear roof section. This is
done with the help of the two roof cylinders (C).
4. Two catches (E) lock the rear edge of the rear roof section to the body when the roof is closed. Locking
occurs via the two lock cylinders for the rear roof.
5. Two catches (F) are attached on the trunk lid's link system. These catches lock the upper section of the
trunk lid in the link system, when the roof is open or closed. The lock catch motor operates these catches
via cables.
6. When the roof is open (in the cargo compartment) the front section of the roof is operated through the
movable mounting bracket (G). When the roof is in the correct resting position, the front roof section's
lock cylinder locks the front catches (A) around the lock pins (H).
Lock, trunk lid
The trunk lid has an electric lock that locks the lid to the sill. The lock is fitted with a mechanical cable and a
mechanical lock cylinder that can be used to open the trunk lid if the voltage to the lock is cut.
The lock cylinder for emergency opening of the trunk lid is placed:
Model year 2006 and early versions 2007
Fig. 123: Trunk Lid Lock Operation Location

In the compartment between the front seats in the passenger compartment.

Later version 2007 -
Fig. 124: Trunk Lid Lock Operation Location

On the left-hand front edge of the rear seat.
TONNEAU COVER
Fig. 125: Tonneau Cover

1. Cover panel, roof closed

2. Cover panel, roof open
3. Hydraulic cylinder
The cover panel is secured to the inside of the trunk lid. It slides forward to the rear seat backrest when the roof
is open. The cover panel then closes against the trunk lid and to the backrest.
With the roof closed, the cover panel is in its drawn in position and located under the upper section of the trunk
lid. When operating the roof, the cover panel is in its extended position.
The cover panel moves via a link system that is operated by two hydraulic cylinders.
The cover panel is not designed to be sat on.
STABILIZING STORED ROOF

Fig. 126: Stabilizing Components For Stored Roof

The cargo compartment contains several securing/stabilizing points for the stored roof:
 Four rubber spacers (1 and 2) on the floor of the cargo compartment just inside the sill.
 Two moveable clamps (3) with locking pins are housed in the plate at the backrest. The latches of the
front roof section engage in the locking pins and the clamps grip the front edge of the front roof section.
 Two cradles (4), one on each side in the cargo compartment. The link system is secured in these when the
roof is open.
Fig. 127: Cargo Compartment Stabilizing Components

 Two rubber pads (5) on the upper section of the trunk lid limit the movement of the upper section of the
roof and prevent the roof section from colliding with various trunk lid components and the like.
 Two rubber spacers (6) on the inside of the cargo compartment to support the window.
 Two arms (7) ensure correct movement of the roof during the final phase of roof opening.
 Two rubber heels (8) prevent the rear section of the roof from colliding with the front section during large
roof movements.
THE HYDRAULIC SYSTEM

Fig. 128: Hydraulic System Overview

1. Lock cylinder, front roof

2. Roof cylinder, left
3. Roof cylinder, right
4. Main cylinder, left
5. Main cylinder, right
6. Lock cylinder rear roof, left
7. Lock cylinder rear roof, right
8. Cylinder tonneau cover, left
9. Cylinder tonneau cover, right
10. Cylinder trunk lid, left
11. Cylinder trunk lid, right
12. Hydraulic pump
13. Splitter box, hydraulic hoses
The hydraulic system consists of:

 hydraulic pump
 4 hydraulic valves
 11 hydraulic cylinders
 1 Splitter box
All hydraulic cylinders are dual-acting cylinders with single-sided piston rod. The hoses are attached with
quick-release couplings.
The hydraulic cylinders operate the various roof functions independently and in pairs.
Hydraulic fluid is distributed from the splitter box to the hydraulic cylinders for the tonneau cover and the cargo
compartment.
WARNING: Only used hydraulic oil intended for this hydraulic system.
Hydraulic unit
Fig. 129: Hydraulic Unit

1. Electric motor that drives the hydraulic pump

2. Housing
3. Fluid reservoir
4. Relief valve
5. Lock for relief valve
6. Electrically operated hydraulic valve (x4)
7. Cable for release of relief valve lock
8. Hydraulic hoses
The hydraulic unit is located in the cargo compartment underneath the ski hatch. The convertible roof module
(CRM) regulates the electric motor that drives the hydraulic pump clockwise or counterclockwise. The direction
of rotation depends on the sequence/position of the roof during opening/closing.
The housing contains ducts through which the fluid passes to/from the hydraulic pump, to/from the four
electrically controlled hydraulic valves, to/from the hydraulic cylinders and to/from the fluid reservoir.
The four hydraulic valves are integrated in the hydraulic unit and are directly connected to the convertible roof
module (CRM). The various positions of the hydraulic cylinders (and thereby the positions of the roof sections)
are regulated by opening/closing the valves in different patterns.
The relief valve releases pressure in the system when it is lifted. The ducts with pressure are then connected to
the return ducts, whereby system pressure drops. Before the valve can be lifted, the lock (5) must first release
the valve. This is done by pulling the cable. The handle of the cable is located under the rear seat cushion.
WARNING: The roof should be closed when relieving fluid pressure so that the roof
does not collapse.
The hydraulic hoses are fitted in the housing with O-rings as seals. The hoses are secured with a screw. The
hoses and housing have numbering to facilitate identification.
The hydraulic unit is enclosed by a casing to reduce noise from the pump.
Hydraulic cylinders
Fig. 130: Hydraulic Cylinders

1. Lock cylinder, front roof

2. Roof cylinder, left
3. Roof cylinder, right
4. Main cylinder, left
5. Main cylinder, right
6. Lock cylinder rear roof, left
7. Lock cylinder rear roof, right
8. Cylinder tonneau cover, left
9. Cylinder tonneau cover, right
10. Cylinder trunk lid, left
11. Cylinder trunk lid, right
12. Hydraulic pump
13. Splitter box hydraulic hoses
A = Open
B = Closed
All hydraulic cylinders are double acting cylinders with single side pistons. The piston/cylinder diameter, stroke
length and mounting differ depending on task.
Roof cylinders
The two roof cylinders open/close the front roof section. In addition, the roof cylinders lock the front roof
section to the center roof section and the center roof section to the rear section.
The locking sequence is carried out after the roof closes and the unlocking sequence occurs before the roof
starts to open.
Locking occurs by the lugs on the hydraulic piston engaging in a cut-out on the locking mechanism plate. This
causes the catches to follow the piston movement, where the front roof section locks into the center roof section.
A ball joint is secured to the plate, opposite the catches. A push rod is connected to the ball joint. When the
locking mechanism's plate moves, the push rod also moves (as do the catches). The push rod then engages in the
lock housing for the rear roof section whereupon the center roof section is locked to the rear roof section.
The sequence is reversed when unlocking. i. e. the roof sections are first released and then the front roof
sections opens.
The lock cylinders for the front roof section, lock cylinders and cylinders cover panel.
These cylinders move on bearings at both the cylinder and piston through ball joints. The design means that the
load on these cylinders is relatively small.
Master cylinders
The master cylinders close/open the center roof section directly via the main link arms and the rear roof section
indirectly via its link arms.
The movement and geometry of the link system when opening and closing the roof, cause the pistons to move
elliptically. The master cylinders are suspended to prevent breaks and stresses.
Cylinders, trunk lid
The cylinders for the trunk lid are exposed to relatively large forces and are therefore strongly dimensioned. The
cylinders move on bearings via bolts at both the piston and cylinder.
Connection of the hydraulic hoses to the pump

Fig. 131: Connection Of The Hydraulic Hoses To The Pump

F1 - F4 = hydraulic valves.
Connection of the hydraulic hoses to the splitter box

Fig. 132: Connection Of The Hydraulic Hoses To The Splitter Box

DIVIDER, CARGO COMPARTMENT

Fig. 133: Divider, Cargo Compartment

There is a divider (1) in the cargo compartment that can divide the cargo compartment into two sections. An
upper section where the roof is stored when it is open and a lower section for storing luggage. Two gas struts (2)
hold the divider in place.
The divider must be completely folded out for the roof to be opened.
There is a load assistance system for accessing the cargo compartment under the stored roof. The hydraulic
system raises the stored roof slightly, which facilitates loading any loose luggage.
The switch for the load assistance system is located on the right-hand side of the trunk sill.
INTERNAL ROOF
The headlining consists of two main sections plus flexible fabric surfaces that cover the C-post when raised.
The front headlining is fixed to the front section of the roof panel with clips and plastic screws. Moveable cover
panels are secured to the front headlining along the side edges with hinges (2 per side). These are operated via
wires.
The rear headlining is fixed to the center section of the roof panel with clips. Moveable cover panels are secured
to the rear headlining along the side edges with hinges (3 per side). These are operated via wires.
Cables run along the right and left side edges of the headlining. The cables are screwed in place at the front and
rear of the link arms. The cables are also fastened with screws along the link arms. The cables pull the moveable
cover panels and fabric surfaces along the C-post to the correct position when the roof is operated.
The parcel shelf is only active when the roof is folded up. It is attached to the main mechanism and is folded
away when the roof is lowered.
Each roof section has separate roof headlining.
The headlinings for the front and center roof sections have moving flaps. The flaps are attached in the spring
loaded hinges, these, in turn, are attached in the front and center roof sections. Between the flaps and roof
headlining's middle section is an area of headlining that is elastic.
When the roof is opened the headlining is folded inwards, which provides necessary space for the movement of
the link system.
The movement of the flaps is controlled by a number of wires and spring loaded hinges. The wires and the
spring loaded hinges help to guide the roof headlining to the correct positions when opening/closing the roof.
Cables
Fig. 134: Identifying Wire Routing Locations

The wire runs along the headlining's right and left edges. The wires pull the headlining to the correct position
when the roof is closed.
The cables consist of three cable groups marked A, B and C in the illustration.
Cable A consists of cables A1, A2 and A3.
 A1. "Front headlining" runs between points 1 and 3.

 A2. "Center headlining" runs between points 2 and 5.
 A3. "Upper section of C-post" runs between points 2 and 7.
Cable B runs between the C-post bracket and the mounting of the electrically convertible hardtop, between
points 8 and 12.
Cable C runs between points 9 and 11.
Point Point
Cable 1, Cable A3,

front C-post
1 7
headlining headlining
mounting mounting
Cable A1,
sliding
Cable B,
knot
C-post
Cable
2 8 headlining
A2/A3,
bracket
mounting
mounting
with
spring
Cable B,
Cable A1,
sliding
mounting
knot
Cable
3 9 Cable C,
A2/A3,
mounting
sliding
with
knot
spring
Cable
Cable C,
A2/A3,
4 10 sliding
sliding
knot
knot
Cable A2,
Cable C,
center
5 11 headlining
headlining
mounting
mounting
Cable A3,
Cable B,
6 sliding 12
mounting
knot
Points that have both a sliding knot and mounting are the same component.
FUNCTION
ROOF OPERATION
Opening the roof

Fig. 135: Roof Operation

The divider must be completely folded out for the roof to be opened.
Hydraulic cylinder The pump's direction of rotation Valve

Trunk lid, front and rear roof
1 clockwise F2, F3, F4
lock cylinders open.
The tonneau cover moves
2 clockwise F3, F4
forward.
3 - The pump changes direction of rotation F3, F4
4 The roof cylinders open. counterclockwise F3, F4
The roof and main cylinders
5 counterclockwise F3
move.
The main cylinders open
6 counterclockwise F1, F3
completely.
lock cylinders close.
Closing the roof



lock cylinders open.
2 - The pump changes direction of rotation F3, F4
3 The hydraulic cylinders close. clockwise F3, F4
The roof and main cylinders
4 clockwise F3
close.
The roof cylinders close
5 clockwise F1, F3
completely.
6 The tonneau cover moves back. clockwise F1, F2, F3
7 clockwise F1, F2
lock cylinders close.
Load assistance

UP
The front and rear roof lock
cylinders open.
The main cylinders raise the
2 clockwise F3, F4
roof.
Before the roof is raised, the front roof cylinder locks the front roof section's lock to the body. At the same time
the catches for the rear roof section lock, which occurs out of sight (the roof is in the cargo compartment). As
the hydraulic sequence is the same as when the roof closes, the trunk lid's hydraulic cylinders are also activated.
Sometimes the catches for the trunk lid's upper section are not unlocked (the lock catch motor has not been
activated). This means that the hydraulic cylinder's pistons work and try and open the trunk lid. The results in
the lower section of the trunk lid moving compared with the upper section. This is a design feature and not a
fault.
DOWN
The main cylinders lower the

roof.
The front and rear roof lock
2 clockwise F1
cylinders open.
OVERVIEW
Fig. 138: Electric Retractable Hardtop

The electric retractable hardtop consists of two link systems, one for the roof and one for the trunk lid. Three
roof sections and the parcel shelf are on the roof's link system. The trunk lid's upper and lower sections are on
the trunk lid's link system.
When the roof is opened, the roof sections are placed on top of each other in the cargo compartment. The rear
roof section with rear windshield comes to rest on the top, the front roof section in the middle and the roof's
center section at the bottom.
The roof is operated using a hydraulic system that is controlled by the Convertible Roof Module (CRM).
The roof can be opened/closed manually in an emergency.

This service information only describes the mechanical and hydraulic components of the roof.
ELECTRICAL POWER STEERING MODULE (EPS) (2006-2012)

DESIGN
ELECTRICAL POWER STEERING MODULE (EPS)
Fig. 139: Identifying Electrical Power Steering Module (EPS)

1. Control module with power stage

2. Pump motor
3. Pump
4. Terminal for 15 supply and CAN
5. Terminal for power supply (30 supply) and ground.
The electrical power steering module (EPS) consists of one unit with the following main components:
 control module
 pump motor
 pump.
The electrical power steering module (EPS) is under the right-hand headlamp. The electrical power steering
module (EPS) can only be replaced as one unit. The control module, pump motor and pump cannot be replaced
as separate components.
NOTE: When replacing the electrical power steering module (EPS), the vehicle must be
configured with new software to match the profile of the car.
Control module
The control module is built into the pump motor casing. All the electrical terminals are on the top of the control
module. The control module has logics for all functions which enables it to read, write and store software and
diagnostic trouble codes (DTCs). The control module also manages all communication with the other control
modules via the controller area network (CAN).
The control module contains a number of power stages, field effect transistors (FET). The field effect transistors
control the output of the pump motor upon request from the control module. The control module also has a
built-in NTC temperature sensor (low temperature results in high resistance, high temperature in low
resistance). This allows the control module to diagnose, limit or disengage the power steering if an excessive
temperature is registered or there are other faults in the control module.
Hydraulic pump (pump/pump motor)
The hydraulic pump consists of a pump and a pump motor. The pump is in an oil reservoir. The pump motor,
which drives the pump, is under the reservoir. The pump motor is a brushless DC motor. The pump motor also
has Hall sensors. The Hall sensor provide the control module with information about the speed of the pump
motor, and therefore the prevailing hydraulic pressure (which is indirectly speed dependent). This allows the
control module to control and diagnose the pump motor.
In certain cases the faulty signal is replaced with a substitute value or certain functions are limited. Any
diagnostic trouble codes (DTCs) and information stored in the control module memory can be read out using
been erased.
memory.

 software P/N
Software downloads normally take place during manufacture of the car. However they are also required when
replacing control modules.
If the power to the electrical power steering module (EPS) is cut, no new software download is required, as long
as the software was previously loaded correctly into the control module.
When replacing the electrical power steering module (EPS), new software must be downloaded into the new
module. New software must be downloaded because the software is optimized for the profile of the car.
NOTE: A diagnostic trouble code is stored if the software is not downloaded to a new
control module, and the power steering function will not correspond to the
profile of the car.
FUNCTION
ELECTRO HYDRAULIC POWER STEERING
Fig. 140: Identifying Electro Hydraulic Power Steering Function

1. Hydraulic fluid, pressure side

2. Hydraulic fluid, return side.
When the electrical power steering module (EPS) receives a 15 supply via the ignition switch which "wakes up"
the control module. This is to diagnose certain functions and to prepare to start the pump motor. When the
engine is started, the control module will activate the pump motor in the system so that the power steering
function is activated.
The following is measured when the driver turns the wheel:
 steering angle speed

 maximum permitted power consumption
 engine status (engine running).
These input signals, together with the internal signals (pump motor speed, temperature in the control module,
power consumption of the pump motor etc) are used by the control module to control and diagnose the electro
hydraulic power steering. This gives optimal power steering adaptation.
The control module controls the power consumption of the pump motor using the internal power stage. For
efficient control of the pump motor, a pulse width modulated supply is used. By controlling the pulse ratio, the
control module is able to regulate the output of the pump motor and therefore the speed which indirectly
controls the hydraulic pressure in the power steering system. Principally the control module continuously
monitors the following:
 the power consumption of the pump motor

 the speed (RPM) of the pump motor
 the temperature in the control module.
This means that the system is regulated constantly so that the hydraulic pressure is correct. The functionality of
the system can also be diagnosed efficiently.
STEERING WHEEL MOVEMENT SPEED

Fig. 141: Identifying Steering Wheel Module Function

The steering wheel module (SWM) (3/254) informs the electrical power steering module (EPS) (4/99) about the
actual steering wheel angle speed via the controller area network (CAN). This allows the electrical power
steering module (EPS) to calculate the optimum desired value for the pump motor speed for optimum steering
assistance, irrespective of the speed of steering wheel movements.
VEHICLE SPEED
Fig. 142: Identifying Brake Control Module Function

While driving, the brake control module (BCM) (4/16) registers the acceleration and deceleration of the wheels.
The 4 wheel sensors (7/31-32 and 7/56-57) (one on each wheel) provide the brake control module (BCM) with
information about the rotation speed of each wheel. The brake control module (BCM) calculates the actual
speed of the car using this information and puts it out on the controller area network (CAN). The vehicle speed
signal is used by the electrical power steering module (EPS) (4/99) so that, when combined with other
parameters, it can calculate the optimal desired value for the pump motor speed. The system reduces the speed
of the pump motor (reduced hydraulic pressure) when the vehicle speed increases. The pump motor speed
increases (increased hydraulic pressure) as vehicle speed drops. This to obtain optimal steering assistance in
relation to vehicle speed. This is speed dependent power steering.
ENGINE STATUS AND ENGINE SPEED (RPM)

Fig. 143: Identifying Engine Status And Engine Speed (RPM) Function
The engine control module (ECM) (4/46) provides information about engine status and engine speed via the
controller area network (CAN). This information is used to activate the pump motor when the engine is started.
Vehicles equipped with the function automatic start/stop of engine will also use the information from Engine
control module (ECM) and Central electronic module (CEM) (4/56) to decide if the vehicle is in position
autostop.
If the vehicle is in position autostop, the pump motor will be deactivated. The pump motor is reactivated when
the engine is started again.
FAULT MESSAGE
Fig. 144: Identifying Fault Message Function

If a fault is registered (certain diagnostic trouble codes (DTCs) only), the electrical power steering module
(EPS) (4/99) will inform the central electronic module (CEM) (4/56) that there is a fault in the power steering
system via the controller area network (CAN). The central electronic module (CEM) then transmits a request
via the controller area network (CAN) to the driver information module (DIM) (5/1) to light the information
lamp and to activate a text message in the display. The text message informs the driver that there is a fault in the
power steering system. When the fault has been remedied, a request is transmitted in the same way to switch off
the information lamp and deactivate the text message.
SYSTEM OVERVIEW
ELECTRO HYDRAULIC POWER STEERING

Fig. 145: Identifying Electro Hydraulic Power Steering System Overview

The power steering system is electro hydraulic and governed by the electrical power steering module (EPS).
The control module regulates the power steering assistance based on input signals. This allows it to provide
optimal steering assistance, irrespective of whether the vehicle is stationary with the engine running or is being
driven at high speed. The functions managed by the electrical power steering module (EPS) are active when the
engine is running.
The control module is under the right-hand headlamp. The control module and pump motor make up a single
replaceable unit.
The electrical power steering module (EPS) is powered by the battery (30 supply) via a fuse in the integrated
relay/fusebox in the engine compartment. The electrical power steering module (EPS) receives a 15 supply via
the ignition switch and is unfused in the integrated relay/fusebox in the engine compartment and in the central
electronic module (CEM). The electrical power steering module (EPS) is grounded in the left-hand suspension
turret via a ground lead.
The electrical power steering module (EPS) communicates with other control modules using controller area
network (CAN) communication.
If replacing the electrical power steering module (EPS), software optimized for the profile of the car must be
downloaded into the control module. If this is not done, although the power steering will function, it will not be
optimized to the profile of the car.
SIGNALS
The table below summarizes the input signals to and output signals from the electrical power steering module
(EPS).
The signal types are divided into directly connected signals and Controller area network (CAN) communication.
The illustration below (Fig. 146) displays the same information with the Volvo component designations.

Ignition (3/1):
-
 Position II (15-feed) "wakes up" the electrical
power steering module (EPS).
Steering wheel module (SWM) (3/254): Driver information module (DIM) (5/1):
 Its function is to provide information about  For certain registered faults the electrical
the steering wheel angle speed. This power steering module (EPS) transmits a
information is used together with the vehicle request via the central electronic module
speed signal from the brake control module (CEM) (4/56) to light or extinguish the
(BCM) to calculate the desired value for the information lamp and display a text message
pump motor speed. in the driver information module (DIM) (5/1).
Brake control module (BCM) (4/16):
 Actual vehicle speed (calculated from the

wheel speed sensors). Used for the speed
related steering assistance.
 Indicates whether the engine is running or not

(engine status/engine speed).

Fig. 146: Identifying Electro Hydraulic Power Steering Component Designations

ENGINE (B5244S4; B5254T3; 2006-2007)

DESIGN
ENGINE
Fig. 147: Identifying Engine

The entire engine is made of aluminum.
The compact "pent roof" design of the combustion chamber and the V shaped arrangement of the valves
optimize injection and evacuation via the intake passage and combustion chamber (cross-flow) and the exhaust
passage. The swirl surfaces of the combustion chamber and the centrally positioned spark plug ensures optimal
combustion, low sensitivity to knocking and low, stable exhaust emissions.
The pendulum suspension of the engine consists of an engine pad secured to a side member. The cylinder head
is "gravity" cast which is a slower process than press casting. This is so that the exhaust and intake ducts and the
water and oil mantles are integrated during construction.
Applies from 2006 model year
The engine meets Euro 5 emissions standards.
All bearings are lead free. The screws used are Crome 6+ free.
CYLINDER HEAD, CAMSHAFT BEARING HOUSING

Fig. 148: Exploded View Of Cylinder Head, Camshaft Bearing Housing

The engine block is divided up into five sections. The cylinder head consists of two sections and the cylinder
block of three sections. The seal between the cylinder head and cylinder block is a conventional cylinder head
gasket. The seal between the other gasket faces is a liquid gasket.
There is a cover over the sparkplug wells for protection against dirt and water. The two camshafts are carried on
six bearing caps each in the two halves of the cylinder head. The upper half is a combined valve and camshaft
cover.
It has cast oil ducts on the underneath which ensure good oil supply to the camshafts and the mechanical valve
lifters. The lower half contains the maintenance-free mechanical valve lifters, the valve springs and valves.
CYLINDER BLOCK
Fig. 149: Exploded View Of Engine Block

The engine block is divided into three sections, the cylinder block, intermediate section and oil pan. The mating
flange between the cylinder block and intermediate section is in the center line of the crankshaft.
The cylinder block has five cast iron cylinder sleeves cast into the cylinder block which cannot be replaced. The
six main bearing seats have cast iron reinforcements in the intermediate section.
On the top of the intermediate section there are cast oil channels which distribute the oil to the main bearings
and on via the crankshaft to the big ends.
The oil pan contributes to the rigid construction and acts as additional reinforcement. There is central smooth-
bore oil duct for piston cooling.
OIL PAN
Fig. 150: Identifying Oil Pan

The oil pan is made of die cast aluminum with baffles. This is so that the oil does not splash excessively. It is
secured in the cylinder block with a liquid LOCTITE gasket, which ensures the seal between the cylinder block
and oil pan.
CRANKSHAFT
Fig. 151: Identifying Crankshaft

The crankshaft has six main bearings. The 5th main bearing is a throw-out bearing. At the front end of the
crankshaft are two spline joints, the inner of which drives the oil pump. The drive gear for the timing belt and
vibration damper is on the outer joint.
A blind spline ensures that the position and control of the drive gear is correct. The connecting rods are forged
and the split joint between the connecting rods and the caps gives an exact mounting to the caps.
B5244SX and B5254TX are both equipped with forged crankshafts which give maximum strength and
contribute to a low noise level.
PISTON
The piston has a homogenous aluminum alloy with graphite coating on the sides. This coating gives reduced
friction and noise. The piston rings are of different materials depending on where they are located on the piston.
The upper compression ring is a nitrated steel ring. The lower compression ring is manufactured from cast iron
and the oil scraper ring is a three piece design, all made of nitrated steel (does not apply to B5xx4Sx). For
B5244S7 engines the oil scraper ring is two piece instead of three piece. It is more wear resistant than the three
piece ring. The ring height is 2.5 mm compared to 2.0 mm for the three piece ring.
The piston pin is hardened steel and is held together using steel snap rings. The piston is oval and conical and
flat at the top. By reducing the area from the upper piston ring to the top of the piston, the release of hydro-
carbons from the engine to the three-way catalytic converter (TWC) is reduced.
The pistons are oil cooled so that they can have a lower compression height. Oil is led through a valve in a
longitudinal channel in the lower section of the cylinder block on the exhaust side. There is a nozzle screwed to
the channel at each cylinder. This leads the oil towards the underside of the piston.
CAMSHAFTS, VALVE SYSTEM
Fig. 152: Identifying Camshafts

The camshafts are cast iron. The cam lobes which press against the valve lifters are hardened to tolerate the
contact pressure. The valve lifters are steel and mechanical, not hydraulic.
There is a certain amount of valve clearance between the valve lifters and cam lobes. The valve clearance is
adapted to compensate for differences in length between the valve and cylinder head due to expansion when
warming up. Mechanical valve lifters ensure more precise valve timing, reduced friction, more stable
combustion and reduced mass.
The material in the lifters is case-hardened steel. The surfaces between the camshaft and valve are slightly
convex to guarantee centered contact.
CAMSHAFT TRANSMISSION
Fig. 153: Identifying Timing Belt

The timing belt which drives both the camshafts and the coolant pump is a conventional single tooth belt. The
camshaft's pulley wheels are secured by three screws in each camshaft. The holes for the screws are oval to
allow the correct setting of the camshaft positions.
The timing belt tension is retained by a mechanical belt tensioner. The belt tensioner presses the belt via a
tensioner roll installed on a lever. The idler wheel on the other side of the belt prevents the belt from swinging.
AUXILIARIES BELT
Fig. 154: Identifying Auxiliary Belts

The auxiliary equipment consists of two belts and two auxiliary units. The auxiliary units (generator (GEN), Air
conditioning (A/C) compressor) are driven by two Poly-V drive belts tensioned by a mechanical tensioner. The
belt tensioners are all located on a bracket that connects the auxiliary units (generator (GEN), Air conditioning
(A/C) compressor).
The generator (GEN) receives its power via the air conditioning (A/C) compressor and the air conditioning
(A/C) compressor receives its power through the vibration damper which is located on the crankshaft. The
power steering pump is driven by an electrical hydraulic pump.
MECHANICAL TIMING BELT TENSIONER

Fig. 155: Identifying Mechanical Timing Belt Tensioner

The tensioner consists or a spring and a friction element. The friction element provides the required damping to
absorb small oscillations and speed variations. The spring ensures correct belt tension, irrespective of wear and
temperature. The belts are made of cord reinforced rubber.
LUBRICATION SYSTEM
Fig. 156: Locating Oil Pump

The oil is led from the oil pan via a suction piece to the oil pump. The oil pump is located on the cylinder block.
The oil is then pumped onwards to the oil cooling system and then to the oil filter. The oil flows from the filter
through a cast oil duct in the intermediate section to the main bearings. The oil then flows through drilled
channels in the crankshaft to the connecting rod bearings.
The camshafts are supplied with oil by a bored channel in the cylinder block. The channel runs through the
cylinder head, where it flows out at the bottom of the upper half of the cylinder head. There is a cross duct in
the channel to the cylinder head which carries oil to the pistons via a piston cooling valve.
The oil flows on via an oil duct to the bearing for the left-hand camshaft and the valve lifters (intake side). The
bearings for the right-hand side camshaft (exhaust side) are supplied by a cast cross duct at the front edge of the
upper half. This cast cross duct also supplies pressurized oil to the solenoids for the VVT unit. Drain holes in
the cylinder block release the oil from the cylinder head and crankshaft bearing back to the oil pan.
OIL FILTER
Fig. 157: Identifying Oil Filter Holder

The oil filter holder is made of die cast aluminum. It is on the cold side of the engine. The oil filter cover is
plastic. There is a by-pass valve in the cover. A O-ring in the cover ensures that it is sealed.
PISTON COOLING VALVE
Fig. 158: Identifying Piston Cooling Valve

The piston cooling valve is manufactured in steel with a hardened piston, a spring and a spring stop. A copper
washer ensures that oil does not leak onto the cylinder block.
INJECTOR
The valve is enclosed in a plastic casing with O-rings on each end which act as seals. There is a coil in the valve
which creates a magnetic field. This overpowers the force of the spring which holds the fuel needle in place.
The fuel is let through and mixes with the intake air.
EVAPORATIVE EMISSION (EVAP) SYSTEM
The housing for the evaporative emission system (EVAP) valve is plastic and contains a solenoid valve. The
evaporative emission system (EVAP) canister consists of a plastic holder with active carbon and a filter.
Internally, the plastic holder is divided up into chambers depending on the market and the prevailing emissions
requirements.
All the active carbon in the canisters is held by springs and pressure plates so that no air columns are created by
vibration for example. This could lead to hydrocarbon leakage at the carbon beds. The connector pipe has a
filter so that carbon dust cannot leak out and damage the leak diagnostic pump and the EVAP valve.
The leak diagnostic pump consists of a plastic housing with an electric motor, pump, valves, leak calibration
and a PTC heater element.
INTAKE SYSTEM
Fig. 159: Identifying Intake Manifolds

The intake system is divided into two sections, the upper and lower intake manifolds. The upper intake
manifold is made of plastic for naturally aspirated and turbocharged engines. The lower intake manifold is
aluminum for both types of engine to protect the fuel injection nozzles in the event of a collision.
The intake system for naturally aspirated engines has a total volume of 5.3 liters with fixed barrel lengths. On
turbocharged engines the total volume is 3.0 liters with short barrels.
The gasket between the lower intake manifold and cylinder head on naturally aspirated engines is a calibrated
single gasket. On turbocharged engines there is a double gasket with a built in non-return valve.
THROTTLE BODY (TB)

Fig. 160: Identifying Throttle Body

The throttle body (TB) is die cast aluminum. The throttle disc is brass on naturally aspirated engines and
aluminum on turbocharged engines. The position sensors are under the plastic cover. These read the position of
the throttle disc. There are also two connections to the engine in the cover. These turn the throttle disc to the
angle requested by the driver.
The throttle body (TB) does not need to be cooled, but may need to be heated. An O-ring in the intake manifold
ensures the seal between the intake manifold and throttle body (TB).
TURBOCHARGER (TC)
Fig. 161: Identifying Turbocharger

The integrated manifold and turbine housing are made of austenite forged steel to tolerate exhaust temperatures
up to 1050 °C.
The bearing housing and turbine housing are held together by a V-shaped clamp. The compressor housing is
made of die cast aluminum. The bearing housing is cooled by the oil and coolant system to prevent coking in
the bearing for the turbine shaft which spins at up to 170, 000 RPM.
EXHAUST SYSTEM
Fig. 162: Identifying Exhaust System Components

The exhaust system primarily consists of four sections. Manifold (and turbocharger (TC) if the engine is
turbocharged), three-way catalytic converter (TWC), heated oxygen sensors (HO2S) and muffler. The exhaust
system is manufactured from chromium steel sections welded together.
The pipes are specific lengths so that the gases flowing from the cylinders do not interfere with each other and
so that there is good flow distribution in the three way catalytic converter (TWC). There is a boot on the three
way catalytic converter (TWC) to absorb engine movements and any manufacturing and installation tolerances.
Heated oxygen sensors (HO2S) are used to control the engine and monitor the three way catalytic converter
(TWC). One heated oxygen sensor (HO2S) before and one heated oxygen sensor (HO2S) between the stones. In
the B5244S7 an additional heated oxygen sensor (HO2S) is located in the manifold.
The entire exhaust system is manufactured in chromium steel. A three-way catalytic converter (TWC) consists
of perforated ceramic beads or metal substrates. These are coated with a washcoat. The washcoat contains
precious metals among other things.
FLAME TRAP
The flame trap is made of die cast aluminum and integrated with the oil filter. The cyclone separators are plastic
and cannot be replaced.
COOLING SYSTEM
Fig. 163: Identifying Cooling System

The coolant pump pumps coolant through the cylinder block, and also cools the cylinder head, cylinder sleeves,
spark plug wells, intake ducts and fuel injection nozzles.
The coolant flows in at the pump and passes through a number of channels before it collects and then flows out
to the thermostat housing. If the thermostat housing is closed, the coolant passes via the by-pass channel
directly to the coolant pump to then circulate through the cylinder block again.
In principle, its appearance is the same as the oil cooler for the transmission. Both have an inlet and outlet. The
oil cooler is constructed in layers where water and oil flow around each other. Having flowed through the
restrictions in the oil ways, the pressure in the system falls.
When the fuel combusts in the engine, the result is both mechanical work and excess energy. The excess heat is
taken away from the engine via the exhaust gases by convection to the air in the engine compartment and also
by transfer to the coolant and engine oil. The cooling system is a closed system.
B5244S6
Engine B5244S6 has a Premair sensor on the cooling system.
RADIATOR
The radiator is made of aluminum to tolerate the thermal variances when the radiator is being both cooled by
cool air and heated by hot coolant.
THERMOSTAT
The thermostat is in the thermostat housing which is in the connection to the coolant outlet from the cylinder
head. At the heart of the thermostat is a wax body which expands with energy in the form of heat. In modern
cooling systems, the thermostat begins to expand when the surrounding coolant temperature is 90 °C.
FUNCTION
OIL PAN
The main task of the oil pan is to be the reservoir for the oil. It is also part of the cylinder block. There are a
number of components which are secured in or on the oil pan.
The oil level is checked via the dipstick which is connected to the oil pan. A suction pipe with a nozzle supplies
the oil pump with oil which is then pumped onwards in the engine. To facilitate the suction function of the oil
pump, there is a bleed valve which ensures that any air in the system is evacuated. The oil flows through the oil
cooler to lower its temperature. The oil cooler is screwed to the outside of the oil pan.
CRANKSHAFT

The function of the crankshaft is to transfer the upwards and downwards power of the piston movement. The
engine is pendulum mounted, which provides better crankshaft balance than a non-pendulum mounted engine.
The connecting rod, which is secured on the crankshaft, transfers the upwards and downwards movement of the
piston into crankshaft rotation.
PISTON
The main task of the piston is to compress the fuel/air mixture during the different strokes. The piston rings
provide a seal so that the fuel/air mixture is not forced past the piston. The uppermost ring expands when the
piston moves downwards. The second ring, as well as sealing is an oil scraper ring during the downward piston
movement. The third ring ensures that the oil is drained via the drainage hole.
CAMSHAFTS, VALVE SYSTEM

Fig. 165: Identifying Camshafts

The camshafts and valves let in the fuel/air mixture for the ignition stage. The camshafts and valves then release
the fuel/air mixture after ignition.
Conical valve springs allow smaller shims to be used and reduce the total moving mass. The valve springs
operate progressively. This means that there is little force at the beginning and the end of the closing phase, but
considerable force during maximum valve lift.
The camshaft is rotated by the timing belt which is turned by the crankshaft. When the cam lobes on the
camshaft press in the valve lifter, the valve is also pressed in and lets the fuel/air mixture out. A VVT unit on
the camshaft can vary the valve timing steplessly using the oil pressure. The function of the VVT unit is to
determine when to open or close the valves (within specific tolerances).
MECHANICAL BELT TENSIONER

Fig. 166: Identifying Mechanical Timing Belt Tensioner

The belt tensioner must maintain constant pressure on the timing belt and prevent the belt from jumping off the
cogs.
LUBRICATION SYSTEM
Fig. 167: Locating Oil Pump

The oil is led from the oil pan via a suction piece to the oil pump. The oil pump is located on the cylinder block.
The oil is then pumped onwards to the oil cooling system and then to the oil filter.
The oil flows from the filter through a cast oil duct in the intermediate section to the main bearings. The oil then
flows through bored channels in the crankshaft to the connecting rod bearings. The camshafts are supplied with
oil by a bored channel in the cylinder block. The channel runs through the cylinder head, where it flows out at
the bottom of the upper half of the cylinder head. There is a cross duct in the channel to the cylinder head which
carries oil to the pistons via a piston cooling valve. The oil flows on via an oil duct to the bearing for the left-
hand camshaft and the valve lifters (intake side).
The bearings for the right-hand side camshaft (exhaust side) are supplied by a cast cross duct at the front edge
of the upper half. This cast cross duct also supplies pressurized oil to the solenoids for the VVT unit. Drain
holes in the cylinder block release the oil from the cylinder head and crankshaft bearing back to the oil pan.
OIL FILTER
Fig. 168: Identifying Oil Filter Holder

The filter is an environment filter which filters out any dirt particles from the oil. The oil flow from the outside
into the filter. If the filter becomes blocked, the by-pass valve opens so that the oil can pass the filter. This
ensures that the engine is always lubricated with oil.
PISTON COOLING VALVE
Fig. 169: Identifying Piston Cooling Valve

The piston cooling valve regulates the oil flow by letting oil through the piston cooling nozzles.
OIL PUMP
Fig. 170: Identifying Oil Pump

The oil pump pumps oil from the oil pan via channels in the intermediate section and cylinder block into the
cylinder head and onwards in the system. The oil pump is on the end of the crankshaft. The crankshaft runs
through the oil pump. A duo-centric gear wheel reduces the flow of oil, increasing the pressure. This results in a
pulse action which forces out the oil. The oil can only flow in one direction.
INJECTOR
The injector ensures engine performance in certain situations. The fuel comes from the fuel rail to the inlet for
the injector and then through the injectors. The fuel is mixed with the intake air. The fuel/air mixture must be as
homogenous as possible.
EVAPORATIVE EMISSION (EVAP) SYSTEM

Fig. 171: Identifying Evaporative Emission (EVAP) System

1 evaporative emission system (EVAP) valve 5 Roll over valve

2 EVAP canister 6 FLVV (Fill Limit Vent Valve)
3 Leak diagnostic pump 7 Filler pipe with recirculation pipe
4 Air cleaner (ACL)
The EVAP canister absorbs the hydro-carbons in the fuel vapors so that they are not released. The engine
control module (ECM) controls the EVAP valve. The hydro-carbons are emptied from the EVAP canister when
the valve is open. When emptying, the atmospheric air flows through the EVAP canister (where stored hydro-
carbons are gathered) and on to the intake manifold and combustion chamber. The energy in the hydro-carbons
is then used during the combustion process. So that emissions are not negatively affected, the EVAP valve is
pulsed by a pulse width modulation (PWM) signal, the frequency of which is calculated by the engine control
module (ECM).
The signals from the heated oxygen sensors (HO2S) are used as a reference. The EVAP valve is closed during
the leak diagnostic. The leak diagnostic unit checks the gas and fuel filled sections of the EVAP system. Any
leaks in the fluid filled sections cannot be detected. When the pump is not activated, it is open so that the fuel
tank and EVAP system can "breathe".
A number of parameters must be met before the EVAP canister can be emptied. For example:
- the engine coolant has reached a certain temperature.
- the fuel/air ratio is within the tolerance zones.
During leak diagnostics, the control module activates the pump and test pressurizes/calibrates the pump against
a built-in leak scenario in the pump module. A valve then closes so that the pump motor can create overpressure
in the tank and EVAP system. The control module is able to determine the size of the leak in the tank and
EVAP system by measuring the power consumption of the pump in these two circumstances. If the current level
is too low in relation to the level for the in-built leak scenario, there is leakage in the system. The built-in PTC
heater element is used to prevent condensation in damp weather which could disrupt the leak diagnostic.
INTAKE SYSTEM
Each cylinder has an intake manifold which comes from a plenum chamber. The injectors are on the lower
aluminum intake manifold close to the intake valves. This is so that the fuel mixes as well as possible with the
turbulent air. The position of the injectors is optimized to minimize wetting the cylinder walls and therefore
emissions. There are ducts in the lower intake manifold for the crankcase gases so that they can reach the
combustion chamber.
Fig. 172: Identifying Intake Manifold - B5xx4Sx

For B5xx4Sx
The air enters via the air intake on the front member. The air is routed via a cold air hose in the air cleaner
(ACL) housing. Here there is also a snow valve. This valve opens if the air cleaner (ACL) housing and air
intake are blocked by snow. This lets the air flow through and also uses cooling flanges to cool the engine
control module (ECM). The air then flows through a funnel with a net which reduces air turbulence before the
air reaches the mass air flow (MAF) sensor.
The mass air flow (MAF) sensor controls the mass air flow to the engine. The air then flows to the electrical
throttle body (TB) and into the intake manifold. The manifold absolute pressure (MAP) sensor gauges the
pressure in the intake manifold. The evaporative emission system (EVAP) valve recirculates the fuel/air
mixtures for further combustion. The evaporative emission system (EVAP) valve is by the throttle body (TB).
There is a direct terminal from the air cleaner (ACL) to the intake manifold which by-passes the mass air flow
(MAF) sensor. There is a brake vacuum ejector in the middle of the hose. The brake vacuum ejector uses the
pressure differences in the air cleaner (ACL) housing and plenum chamber to create a flow in the hose to create
a vacuum in the brake booster.
Fig. 173: Identifying Intake Manifold - B5xx4Tx

For B5xx4Tx
The air enters via the air intake on the front member. There is a rail in the air intake pipe which divides the pipe
to minimize drops in pressure. The air then flows on to the air cleaner (ACL) housing. Here there is also a snow
valve. This valve opens if the air cleaner (ACL) housing and air intake are blocked by snow. This lets the air
flow through and also uses cooling flanges to cool the engine control module (ECM).
The air then flows through a funnel to the mass air flow (MAF) sensor. The mass air flow (MAF) sensor
controls the mass air flow to the engine. The air then flows through a fresh air hose over the engine. The air then
passes the turbocharger (TC) and charge air cooler before reaching the electronic throttle body (TB) and being
released into the intake manifold. The evaporative emission system (EVAP) valve recirculates the fuel/air
mixtures for further combustion. The evaporative emission system (EVAP) valve is by the throttle body (TB).
THROTTLE BODY (TB)
The throttle body guides the air flow into the intake manifold. The requested throttle disc angle is obtained by
the driver by the accelerator pedal movement / accelerator pedal position. The intake air comes from the air
filter housing through the throttle body and on to the intake manifold.
TURBOCHARGER (TC)
The exhaust gases enter the turbine housing via the manifold and then flow out to the exhaust system via the
down pipe and three-way catalytic converter (TWC). The turbine expels the exhausts and rotates the compressor
wheel. The compressor wheel creates a certain amount of suction using the intake air. This intake air enters the
compressor via the air filter and uses a rotational movement to speed up the air, creating the boost pressure.
The air then continues into the intake system. The wastegate valve then controls the boost pressure in the
turbocharger by determining the amount of exhaust gases which must pass the turbine to transfer drive to the
compressor. The by-pass valve is a membrane which equalizes the pressure of the intake and exhaust air to
eliminate noise.
EXHAUST SYSTEM
The three-way catalytic converter (TWC) acts by oxidizing carbon monoxide (CO) and hydro-carbons (HC) to
water and carbon dioxide (CO2 ). Nitrous oxides (NOx ) are reduced to nitrogen and water. Over 98% of these
substances are converted in the three-way catalytic converter (TWC) during normal driving. Lead pollutants in
the fuel damage the three-way catalytic converter (TWC) and can quickly render it unusable.
CRANKCASE VENTILATION
The crankcase ventilation controls the pressure in the crankcase. The crankcase gases are also separated in the
flame trap and cyclone separators and favorable particles are returned to the engine.
FLAME TRAP
The flame trap roughly separates the crankcase gases from the cylinder block. The crankcase gases circulate
around the walls in the flame trap before entering the cyclone separators. The cyclone separators act on the
crankcase gases to separate the particles/substances. The oil in the crankcase gas runs down into a container
chamber to be returned to the oil pan. The rest of the crankcase gas is directed on to a pressure regulator which
regulates the pressure in the crankcase. The crankcase gas is then evacuated from the pressure regulator to
return to the intake manifold via the turbocharger on vehicles with turbocharged engines. Otherwise the gas
returns directly to the intake manifold.
RADIATOR
When the coolant temperature is high enough to partially open the thermostat, the coolant is distributed via the
radiator and the bypass channel to the coolant pump. When the thermostat is fully open, all the coolant goes to
the radiator. The cooled air is sucked through the radiator by an electric engine cooling fan (FC) on the fan
shroud behind the radiator.
THERMOSTAT
The thermostat regulates the amount of coolant to the engine. The wax body expands when energy reaches it in
the form of heat. In modern cooling systems, the thermostat begins to expand when the surrounding coolant
temperature is 90 °C.
When the wax body expands in the thermostat, a flow of coolant is allowed through the radiator while the flow
to the by-pass is shut off to speed up cooling. Coolant routed through the bypass returns to the engine without
being cooled. Any air is able to leave the system via a jiggle pin. The jiggle pin is in the thermostat.
OVERVIEW
Fig. 174: Identifying Engine (B5254)

Engine B5254 is a 5 cylinder 20 valve turbocharged engine with a cylinder capacity of 2.5 dm3 . Engine B5244
is a 5 cylinder 20 valve naturally aspirated engine with a cylinder capacity of 2.4 dm3 .
Visually there is no different between the engines. The difference is in specific components which affect the
turbocharger (TC) and natural aspiration. There are different transmission combinations for the engine. The 5
and 6 speed manual transmission are called M56 and M66. The automatic transmissions are AW55-51 and
AW50AWD.
The engine and transmission are pendulum mounted. A mounting on the engine is linked via a rubber bushing
to the side member and an engine mounting on the transmission.
ENGINE (B5254T7; 2008-2012)

DESIGN
see DESIGN
FUNCTION
see FUNCTION
OVERVIEW
see OVERVIEW
ENGINE CONTROL MODULE (ECM) (B5244S4; 2006-2007)

DESIGN
IGNITION SWITCH
Fig. 175: Identifying Ignition Switch

The ignition switch powers certain functions in the engine control module (ECM) via fuses in the front
integrated relay/fuse box and central electronic module (CEM). The ignition switch also supplies the engine
control module (ECM) with signals such as:
 "wake up" signal

 start signal.
"wake up" signal
The ignition switch transmits a high signal to the engine control module (ECM) via the central electronic
module (CEM) indicating that the ignition switch is in position I or II. The system prepares for start-up (for
example by temporarily activating the fuel pump relay).
Start signal
The ignition switch transmits a high signal to the engine control module (ECM) when the ignition switch is in
position III.
The engine control module (ECM) activates the starter motor relay. The relay in turn activates the starter motor.
See also: START
The fuse in the front integrated relay/fuse box supplies current to the ignition switch.
The central electronic module (CEM) has diagnostics for the ignition switch.
TRANSMISSION CONTROL MODULE (TCM)
Fig. 176: Identifying Control Module/Gear-Shift Position Sensor

The engine control module (ECM) uses a directly connected signal from the transmission control module
(TCM) in the start function (activating the starter motor). See also: START
PREMAIR SENSOR (2006-)


The function of the Premair sensor is to meet legal requirements for low emission variants. The sensor is
located on the radiator.
The sensor measures the temperature of the radiator and transmits the value, together with a check of its own
condition, to the Engine control module (ECM). During the engine's warm-up phase the Engine control module
(ECM) carries out a number of checks of the received information in order to determine the status of the sensor
and the radiator.
The sensor communicates with the Engine control module (ECM) via LIN (Local Interconnect Network)
communication, a standardized serial communication method. Transmitted information is encrypted.
The Premair sensor is diagnosed by the Engine control module (ECM). The sensor is secured to the radiator and
cannot be replaced separately.
AIR CONDITIONING (A/C) PRESSURE SWITCH


The air conditioning (A/C) pressure sensor detects the pressure in the low pressure side of the air conditioning
(A/C) system. See also: REGULATING THE AIR CONDITIONING (A/C) COMPRESSOR
The air conditioning (A/C) pressure sensor has a pressure sensing switch which is supplied powered by the fuse
and grounded (signal) in the engine control module (ECM). The air conditioning (A/C) pressure sensor is
affected by the pressure in the low-pressure pipe of the air conditioning (A/C) system (thick pipe).
The engine control module (ECM) cannot diagnose the air conditioning (A/C) pressure sensor.
OIL PRESSURE SWITCH

Fig. 179: Identifying Oil Pressure Sensor

The function of the oil pressure switch is to warn the driver about low oil pressure via the driver information
module (DIM).
The oil pressure switch has a pressure sensing switch which is powered (signal) by the engine control module
(ECM) and grounded in the cylinder block. The oil pressure sensor is affected by the oil pressure of the engine.
When the oil pressure exceeds a certain value, the switch in the oil pressure sensor will open. A high signal is
then sent to the engine control module (ECM).
If the oil pressure is below a certain value, the switch in the oil pressure sensor will close and a high signal will
be sent to the engine control module (ECM). The engine control module (ECM) then transmits a CAN signal to
the driver information module (DIM) to light the indicator lamp for low oil pressure.
The oil pressure sensor is on the cylinder block.
The engine control module (ECM) cannot diagnose the oil pressure sensor.
FUEL PUMP CONTROL MODULE

Fig. 180: Fuel Pump Control Module

The fuel pump control module powers the fuel pump and regulates the output of the pump. The fuel pressure
changes with the output of the pump.
The fuel pump control module is supplied with battery voltage by the fuel pump (FP) relay and is grounded in
the car body. The fuel pump (FP) relay is controlled by the central electronic module (CEM) when requested by
the engine control module (ECM).
The engine cannot be started if the power supply to the fuel pump control module is faulty because the fuel
pump will not then be powered.
The fuel pump control module is controlled by the engine control module (ECM) via serial communication. The
fuel pump control module then controls the fuel pump by transmitting pulse width modulated (PWM) voltage
on the ground lead for the fuel pump. This means that the voltage drop across the pump changes, and with it the
output of the fuel pump. See also: FUEL PRESSURE REGULATION
There are no diagnostics for the fuel pump control module. The engine control module (ECM) has diagnostics
for fuel pressure regulation and the associated components. See also: FUEL PRESSURE REGULATION,
DIAGNOSTICS
The pulse-width modulated (PWM) signal from the engine control module (ECM) to the fuel pump control
module can be read using VIDA (Volvo scan tool).
The fuel pump control module is on the outside on the right-hand side of the fuel tank.
FUEL PUMP
Fig. 181: Fuel Pump

The function of the fuel pump is to ensure that the pressure is correct at the delivery lines for the injectors when
requested by the fuel pump control module.
The fuel pump consists of:
1. An electrical pump with an integrated safety valve

2. A pressure equalization valve. This valve equalizes rapid pressure peaks which occur, for example, when
the injectors close during engine braking. It also contains a non-return valve which ensures that the
pressure in the system does not drop when the engine is switched off
3. Fuel level sensor
4. Fuel filter, cannot be replaced separately
5. Relief valve, releases fuel into the pump housing
6. Ejector pump, continuously fills the pump housing with fuel. The fuel always flows from the fuel pump
through the ejector and back to the pump housing.
The fuel pump is supplied with battery voltage by the fuel pump control module and is grounded in the car body
The engine control module (ECM) has diagnostics for the fuel pump function to ensure that the pressure is
correct. See also: FUEL PRESSURE REGULATION, DIAGNOSTICS
The fuel pump can be activated and its status read off using VIDA (Volvo scan tool).
The pressure in the fuel rail can be measured by connecting a manometer to a nipple. This nipple is on the right-
hand end of the fuel rail.
STOP LAMP SWITCH

The task of the stop lamp switch is to provide the engine control module (ECM) with information about the
position of the brake pedal.
A signal is transmitted to the engine control module (ECM) when the brake pedal is pressed. The engine control
module (ECM) disengages the cruise control (if activated). The brake pedal sensor also disengages cruise
control.
The stop lamp switch is supplied with power from the ignition switch (terminal 30). When the brake pedal is
depressed the switch closes and a high signal (12 V) is transmitted to the engine control module (ECM).
The engine control module (ECM) can diagnose the brake light switch. The status of the switch can be read
The stop lamp switch is on the pedal box by the brake pedal.
A/C PRESSURE SENSOR
Fig. 183: Air Conditioning Compressor

The air conditioning (A/C) pressure sensor detects the pressure in the high-pressure side of the air conditioning
The sensor is linear. It is grounded in the control module and supplied with a 5 Volt current from the control
module. A linear signal (between 0-5 V depending on the pressure in the air conditioning (A/C)) is transmitted
to the control module. Low pressure produces low voltage, high pressure produces high voltage. The air
conditioning (A/C) pressure sensor is affected by the pressure in the high-pressure pipe of the air conditioning
(A/C) system (narrow pipe).
The engine control module (ECM) can diagnose the air conditioning (A/C) pressure sensor. The sensor value
can be read off using VIDA (Volvo scan tool).
HEATED OXYGEN SENSORS (HO2S)
Front heated oxygen sensor (HO2S)

Fig. 184: Identifying Front Heated Oxygen Sensor (HO2S)

CAUTION: The air lines for the heated oxygen sensors must not be trapped or
damaged in any way. The connectors for the heated oxygen sensors must
not be greased under any circumstances. The oil in the grease would
disrupt the reference air and the function of the heated oxygen sensors.
The front heated oxygen sensor (HO2S) is used to provide the engine control module (ECM) with information
about the remaining oxygen content of the exhaust gases in front of the three-way catalytic converter (TWC).
This is so that the Engine Control Module (ECM) can continually check the combustion so that lambda=1.
lambda=1 is the ideal fuel-air ratio, with 14.7 kg air per 1 kg fuel.
The heated oxygen sensor (HO2S) uses current control and its signal characteristic is linear. With a linear signal
characteristic, the amplitude of the signal curve is low when the oxygen content in the exhaust gases changes.
The probe consists of a preheating element and the actual lambda sensor. The lambda sensor is an oxygen
sensitive ceramic body consisting of zirconium oxide. The control module supplies power to the ceramic body,
which reacts to the oxygen content of the exhaust gases. This in turn affects the signal to the engine control
module (ECM). In order to determine the oxygen content in the exhaust pipe, the heated oxygen sensor (HO2S)
needs reference air from the surrounding air. This reference air reaches the heated oxygen sensor (HO2S) via
the air lines.
The engine control module (ECM) can diagnose the heated oxygen sensor (HO2S). For more information, see:
HEATED OXYGEN SENSOR (HO2S) DIAGNOSTIC
VIDA (Volvo scan tool) can be used to read off the calculated lambda value from the heated oxygen sensor.
Center heated oxygen sensor (HO2S)
Fig. 185: Identifying Center Heated Oxygen Sensor (HO2S)

Some vehicles have 3 heated oxygen sensors (HO2S), front, center and rear.
The center heated oxygen sensor (HO2S) is the same type as the rear. However it has a different part number to
differentiate it from the rear heated oxygen sensor (HO2S).
The center heated oxygen sensor (HO2S) is used
 to provide the engine control module (ECM) with information about the remaining quantity of oxygen in
the exhaust gases. This information is provided more quickly than in vehicles with only a front and rear
heated oxygen sensor (HO2S)
 to allow quicker start of exhaust purification
 for regulation when the engine is under low loads.
The center heated oxygen sensor (as with the rear heated oxygen sensor (HO2S)) uses voltage control. The
signal characteristic is binary. With a binary signal characteristic, the amplitude of the signal curve changes
considerably when changing the oxygen content in the exhaust gases.
The engine control module (ECM) can diagnose the center heated oxygen sensor (HO2S). The signal can be
read using VIDA (Volvo scan tool).
For more information, see HEATED OXYGEN SENSOR (HO2S) DIAGNOSTIC
Rear heated oxygen sensor (HO2S)

Fig. 186: Identifying Center Heated Oxygen Sensor (HO2S)

The rear heated oxygen sensor (HO2S) is used to provide the Engine Control Module (ECM) with information
about the remaining oxygen content of the exhaust gases behind the three-way catalytic converter (TWC). This
information is used by the Engine Control Module (ECM) to check the function of the three-way catalytic
converter (TWC). This check is carried out when the conditions for the catalytic converter diagnostics have
been met. The rear heated oxygen sensor (HO2S) has no direct effect on regulation of the fuel/air mixture.
However the Engine Control Module (ECM) uses the signal to optimize the signal from the front heated oxygen
sensor (HO2S). For more information, see: THREE-WAY CATALYTIC CONVERTER (TWC)
DIAGNOSTICS
The heated oxygen sensor (HO2S) uses voltage control. The signal characteristic is binary. With a binary signal
characteristic, the amplitude of the signal curve changes considerably when changing the oxygen content in the
exhaust gases. Otherwise its components and function are the same as the front heated oxygen sensor (HO2S).
The engine control module (ECM) can diagnose the rear heated oxygen sensor. The signal can be read using
Preheating of the heated oxygen sensors (HO2S)
The heated oxygen sensor (HO2S) only functions above a certain temperature, approximately 300 °C. The
normal operating temperature is between 300-900 °C. The heated oxygen sensors (HO2S) are electrically pre-
heated so that operating temperature is rapidly reached. They are also pre-heated to ensure that the heated
oxygen sensors (HO2S) maintain a normal operating temperature and to prevent condensation which could
damage the heated oxygen sensor (HO2S).
The heater element in the probe consists of a positive temperature coefficient (PTC) resistor. The system relay
supplies the heater element with voltage. The element is grounded in the engine control module (ECM). When
the control module grounds the connection a current flows through the PTC resistor. When the heated oxygen
sensor (HO2S) is cold, the resistance in the PTC resistor is low and a large current will flow through the circuit.
The current from the Engine Control Module (ECM) is pulsed at first to prevent condensation damage to the
heated oxygen sensor (HO2S). Depending on the temperature, allowances are made for factors such as the dew
point. As the temperature in the PTC resistor rises, the resistance rises, the current falls and switches in stages to
a constant current. The pre-heating time for the front heated oxygen sensor (HO2S) is short, approximately 20
seconds.
The heater element heats the heated oxygen sensors (HO2S) to approximately 350 °C. The probes maintain this
as a minimum temperature.
The engine control module (ECM) can diagnose the heater element.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR

Fig. 187: Identifying Engine Coolant Temperature (ECT) Sensor

The engine coolant temperature (ECT) sensor checks the temperature of the engine coolant. The temperature of
the engine coolant is required so that the engine control module (ECM) can regulate:
 the injection period

 the idle speed
 the engine cooling fan (FC)
 the ignition advance
 engagement and disengagement of the A/C compressor
 diagnostic functions.
The resistance in the sensor changes depending on the temperature of the coolant. Depending on the resistance
in the sensor, a voltage (signal) is transmitted to the Engine Control Module (ECM). The lower the temperature
the higher the voltage (high resistance). A high temperature results in low voltage (low resistance).
The engine coolant temperature (ECT) sensor is located beside the thermostat.
The engine control module (ECM) can diagnose the engine coolant temperature sensor. The sensor value can be
read off using VIDA (Volvo scan tool).
ENGINE COOLING FAN (FC) / ENGINE COOLING FAN (FC) CONTROL MODULE
Fig. 188: Engine Cooling Fan And Control Module

NOTE: The engine cooling fan may have a post-run of up to approx. 6 minutes after the
engine has been turned off. The time for the fan's post-run depends on engine
temperature, temperature in the engine compartment and pressure level in the
AC-system.
WARNING: Be careful since the engine cooling fan may have a post-run after the
engine has been turned off.
The engine cooling fan (FC) has two functions. One is to cool the engine compartment, the other is to cool the
condenser when the air conditioning (A/C) compressor is working.
The engine control module (ECM) transmits a pulse width modulated (PWM) signal to the engine cooling fan
(FC) control module. The control module then activates the fan at different speeds. The speed of the engine
cooling fan (FC) is determined by the engine control module (ECM), depending on the coolant temperature
(based on the signal from the engine coolant temperature (ECT) sensor) and the vehicle speed.
The temperature conditions for engagement of the different engine cooling fan (FC) stages may vary slightly,
depending on the engine variant and the equipment level. The temperature conditions apply when:
 the A/C is off

 no faults are detected by the Engine Control Module (ECM).
The engine cooling fan (FC) and its control module are behind the radiator.
The engine control module (ECM) can diagnose the engine cooling fan. The fan can be activated using VIDA
(Volvo scan tool).
MASS AIR FLOW SENSOR
Fig. 189: Identifying Mass Air Flow Sensor

Overview
The mass air flow (MAF) sensor on naturally aspirated engines is a combined sensor and contains two sensors
in the same component:
 mass air flow (MAF) sensor

 temperature sensor.
The mass air flow (MAF) sensor is positioned between the air cleaner (ACL) housing and the intake manifold.
Mass air flow sensor
The mass air flow (MAF) sensor gauges the air mass sucked into the engine. It continuously transmits signals to
the engine control module (ECM) about the mass of the intake air. This data is used by the engine control
module (ECM) to calculate:

 the fuel pressure
 the ignition timing
 the engine load.
The transmission control module (TCM) also uses this data for its gear shift calculations. This data is
transmitted to the transmission control module (TCM) from the engine control module (ECM) via the high
speed side of the Controller area network (CAN).
The mass air flow (MAF) sensor is a hot wire type. Unlike other hot wire types, the mass air flow sensor in the
Denso system uses a hot wire which has a ceramic casing. This eliminates the need for a clean burn function.
The mass air flow (MAF) sensor is supplied with battery voltage by the system relay and is grounded in the
engine control module (ECM). The signal from the sensor is analogue and varies between approximately 0.5-
4.5 V depending on the air mass. Low air flow (low mass) results in low voltage, high air flow (high mass)
gives high voltage.
On turbocharged engines the mass air flow (MAF) sensor has a slightly different design. It is not a combined
sensor and only contains sensors for the mass air flow.
The engine control module (ECM) can diagnose the mass air flow (MAF) sensor. The signal can be read using
Temperature sensor
The temperature sensor checks the temperature of the intake air in the intake manifold. This data is used by the
engine control module (ECM) to calculate injection period. The control module also controls certain diagnostic
functions using the signal from the temperature sensor.
The sensor, which is an NTC resistor, is grounded in the control module and supplied with power (signal) from
the control module.
The resistance in the sensor changes according to the temperature of the intake air. This provides the control
module with a signal of between 0.5-5 V. The lower the temperature the higher the voltage (high resistance). A
high temperature results in low voltage (low resistance).
The engine control module (ECM) can diagnose the temperature sensor. The sensor signal can be read using
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

Fig. 190: Identifying Manifold Absolute Pressure (MAP) Sensor

The manifold absolute pressure (MAP) sensor is on top of the radiator and is connected to the intake manifold
by a hose.
The manifold absolute pressure (MAP) sensor detects quick pressure changes in the intake manifold after the
throttle. The signal from the sensor is used by the engine control module (ECM) to supplement the mass air
flow (MAF) sensor when calculating injection period.
The semi-conductor sensor is grounded in the control module and is supplied with power from the control
module.
The resistance in the intake manifold moves the silicone membrane in the sensor, giving a signal of 0.5 - 4.5 V.
Low pressure results in low voltage, high pressure in high voltage.
The engine control module (ECM) can diagnose the manifold absolute pressure (MAP) sensor. The sensor
signal can be read using VIDA (Volvo scan tool).
LEAK DIAGNOSTIC UNIT (CERTAIN MARKETS ONLY)

Fig. 191: Identifying Leak Diagnostic Unit

The function of the leak diagnostic unit is to pressurize the fuel tank system during leak diagnostics.
The leak diagnostic unit consists of a plastic housing with:
1. electrical air pump

2. a valve / solenoid which governs the air flow in the unit
3. a heater element (PTC resistor) which warms up the pump.
The electrical pump, valve and heater element in the unit are supplied with voltage by the system relay. The
pump, valve and heater element are grounded (control) in the engine control module (ECM).
When leak diagnostics are not active, the valve is held open to ambient air for EVAP control to be carried out.
During leak diagnostics the pump in the leak diagnostic unit starts. The valve in the unit is operated by the
engine control module (ECM) by grounding the different circuits internally in the engine control module
(ECM).
The Engine control module (ECM) checks the fuel tanks system for leaks by pressurizing the system and at the
same time monitoring a number of relevant parameters. Also see: LEAK DIAGNOSTICS (CERTAIN
MARKETS ONLY)
The engine control module (ECM) can diagnose the leak diagnostic unit.
The valve in the leak diagnostic unit can be activated.
The leak diagnostic unit is at the upper front edge of the fuel tank.
ENGINE SPEED (RPM) SENSOR
Fig. 192: Engine Speed Sensor

The engine speed (RPM) sensor provides the Engine Control Module (ECM) with information about the speed
and position of the crankshaft. The Engine Control Module (ECM) is able to use the signal from the engine
speed (RPM) sensor to determine when a piston is approaching top dead center (TDC). However it is unable to
use the signal from the engine speed (RPM) sensor to determine whether the piston is in the combustion stroke
or whether the exhaust valve is open (exhaust stroke). The signal from the camshaft position (CMP) sensor is
also required to determine the operating cycle of the engine. See also: CAMSHAFT POSITION (CMP)
SENSOR
The signal from the engine speed (RPM) sensor is also used to check the engine for misfires. For more
information, see: MISFIRE DIAGNOSTIC
There is a steel ring with stamped holes welded to the rim of the primary section (the section fixed to the
crankshaft) of the flywheel.
The holes are positioned with a gap of 6° between each hole. This arrangement creates a hole for each tooth.
There are 360° in one revolution. 6° between each hole means that there are 60 holes. However two holes are
not stamped, to create a reference position (long gap - missing tooth) for the crankshaft. The first tooth after the
reference position is located 84° before TDC on cylinder 1. See: CAMSHAFT CONTROL (CVVT)
The engine speed (RPM) sensor is at the rear of the engine above the flywheel.
The sensor is inductive with a permanent magnet. An alternating current is induced in the sensor when the
flywheel/carrier plate passes the engine speed (RPM) sensor. The generated voltage and frequency increases
with the engine speed (RPM).
The signal varies between 0.1-100 V depending on the engine speed (RPM).
The Engine Control Module (ECM) is able to determine the engine speed (RPM) by counting the number of
holes per time unit. When the reference position passes the engine speed (RPM) sensor, the voltage and
frequency drop momentarily to zero, even though the engine is still running. This allows the engine control
module (ECM) to determine the position of the crankshaft.
If the signal from the engine speed (RPM) sensor is incorrect or missing, the control module will use signals
from the camshaft position (CMP) sensor.
The engine control module (ECM) can diagnose the engine speed (RPM) sensor. The sensor value (engine
speed (RPM)) can be read off using VIDA (Volvo scan tool).
FUEL PRESSURE SENSOR / FUEL TEMPERATURE SENSOR
Fig. 193: Fuel Pressure Sensor And Fuel Temperature Sensor

Overview
The fuel pressure sensor is combined and consisted of both the fuel pressure sensor and the fuel temperature
sensor. The sensor detects the fuel pressure (the absolute pressure) and the temperature of the fuel in the fuel
rail.
The fuel pressure sensor is on the right-hand end of the fuel rail.
Fuel pressure sensor
The pressure sensor is a piezo resistive type resistor, the resistance of which changes with the pressure.
Depending on the pressure in the fuel rail, an analog signal of 0-5 V is transmitted. Low pressure results in low
voltage, high pressure in high voltage.
The engine control module (ECM) then uses this signal to adjust the pressure in the fuel rail using the fuel pump
control module. See also: FUEL PRESSURE REGULATION
The pressure sensor is supplied with 5 V and grounded in the engine control module (ECM). The pressure
sensor transmits a signal indicating the fuel pressure to the engine control module (ECM) on a separate cable.
The engine control module (ECM) can diagnose the fuel pressure sensor. Its signals (pressure and temperature)
can be read using VIDA (Volvo scan tool).
NOTE: The absolute pressure is displayed when using VIDA (Volvo scan tool)
parameter readout to read off the fuel pressure. If there is no pressure at the
fuel rail, the atmospheric pressure will be displayed.
HINT: The relative pressure (absolute pressure minus atmospheric pressure) is displayed when reading
off the fuel pressure via a manometer connected to the fuel rail.
Fuel temperature sensor
The temperature sensor is an NTC sensor. The sensor is supplied with voltage (signal) from and grounded in the
engine control module (ECM).
The resistance in the sensor changes according to the temperature of the fuel. This provides the engine control
module (ECM) with a signal of between 0-5 V. Low temperature results in high voltage (high resistance). High
temperature results in low voltage (low resistance).
The engine control module (ECM) uses the signal to calculate the density of the fuel.
CAMSHAFT POSITION (CMP) SENSOR

Fig. 194: Camshaft Position Sensor

The function of the camshaft position (CMP) sensor is to detect the position of the camshaft rotor flanks. The
signal from the sensor is used by the engine control module (ECM) to determine cam timing.
Each camshaft has five flanks per camshaft revolution. Camshaft position sensor (CMP) uses a pulse wheel on
the camshaft consisting of five teeth (one tooth positioned by each flank) to detect the flanks.
The flanks are not symmetric on the camshaft. This allows the control module to determine which flank has
been detected and therefore which operating cycle the camshaft is in.
When the operating cycle of the camshaft is established, the control module is able to determine which cylinder
should be ignited. In the event of misfire or engine knock, the control module is also able to determine which
cylinder is misfiring or knocking. See also: KNOCK SENSOR (KS) and ENGINE SPEED (RPM) SENSOR.
Data about the position of the camshaft is used during camshaft control (CVVT). See also: CAMSHAFT
CONTROL (CVVT)
The sensor, which is a magnetic resistor with a permanent magnet, is grounded in the control module and
supplied with 5 V from the control module. When one of the teeth on the camshaft pulse wheel passes the
camshaft position (CMP) sensor, a signal is transmitted to the control module from the camshaft position
(CMP) sensor. The signal varies between 0-5 V and is high when a tooth is in contact with the camshaft
position (CMP) sensor and low when the tooth leaves the camshaft position (CMP) sensor.
Both the intake camshaft and exhaust camshaft have a camshaft position sensor. Cylinder detection on start up
(the operating cycle of each cylinder) is improved by using a camshaft position sensor on the intake camshaft
and exhaust camshaft.
The camshaft position (CMP) sensors are located by the camshafts at the rear of the engine.
The engine control module (ECM) can diagnose the camshaft position (CMP) sensors.
KNOCK SENSOR (KS)
Fig. 195: Identifying Knock Sensor

The function of the knock sensor (KS) is to monitor combustion knocking from the engine. Knocking may
damage the engine and reduces the efficiency of engine combustion.
If the engine control module (ECM) registers knocking from any of the cylinders, the ignition will be retarded
for that cylinder at the next combustion stage. If repeated ignition retardation does not prevent knocking, the
injection period will be increased. This has a cooling effect.
The sensor is made up of a Piezo electrical crystal. If there is engine knock, vibrations (sound waves) spread
through the cylinder block to the knock sensor (KS). The resulting mechanical stress in the piezo electrical
material in the knock sensors generates a voltage. This signal is transmitted to the engine control module
(ECM). The signal corresponds to the frequency and amplitude of the sound waves. This allows the Engine
Control Module (ECM) to determine if the engine is knocking. The camshaft position (CMP) sensor and engine
speed (RPM) sensor are used to determine the operating cycle of the engine (which cylinder is igniting) and
therefore which cylinder is knocking.
The knock sensor (KS) is positioned on the cylinder block below the intake manifold.
The engine control module (ECM) can diagnose the knock sensor (KS).
ELECTRONIC THROTTLE UNIT

Fig. 196: Electronic Throttle Unit

The electronic throttle unit, using the control signal from the engine control module (ECM), regulates the
amount of air for engine combustion. This is done using an electronic shutter.
The electronic throttle unit consists of a round throttle disc on a shaft. This is turned using a DC motor (damper
motor), gear wheel and two springs, an opening spring and a return spring. The damper motor is controlled by
the control module and is supplied with powered by a built in power stage in the control module. At one of the
limit positions the throttle disc is closed so that no air can pass the throttle unit. At the other limit position the
throttle disc is parallel to the air flow so that the air is able to freely pass through the throttle unit. The throttle
spindle is electronically monitored by two throttle position (TP) sensors (Hall sensors) which are supplied with
power by the control module. The signals from the throttle position (TP) sensors provide the control module
with data about the position of the throttle disc. The throttle unit also has a connector with six pins.
The electronic throttle unit is located on the engine intake manifold. In the event of a fault, the throttle unit must
be replaced as a single unit.
The engine control module (ECM) can diagnose the electronic throttle unit.
THROTTLE POSITION (TP) SENSOR
See: ELECTRONIC THROTTLE UNIT
ACCELERATOR PEDAL (AP) POSITION SENSOR

Fig. 197: Identifying Accelerator Pedal (AP) Position Sensor

The function of the accelerator pedal (AP) position sensor is to provide the engine control module (ECM) and
central electronic module (CEM) with information about the position of the accelerator pedal. This data is used
by the engine control module (ECM) to deploy the shutter in the throttle unit to the correct angle.
The sensor consists of a plastic housing with circuits. The output signals are a pulse width modulated (PWM)
signal and an analog signal related to the accelerator pedal (AP) position.
These signals indicate the position of the accelerator pedal (AP). The pulse width modulation (PWM) signal is
transmitted to the engine control module (ECM). The analog signal is transmitted to the central electronic
module (CEM) and on to the engine control module (ECM) via the controller area network (CAN).
Normally the pulse width modulation (PWM) signal is used to regulate the throttle angle. In the event of a fault
in the pulse width modulation (PWM) signal the analog signal is used as a replacement, unless this is also
diagnosed as faulty.
The sensor is supplied with 12 V by the system relay via a fuse and is grounded in the car body.
The pulse width modulation (PWM) signal is also used in conjunction with the analog signal for accelerator
pedal (AP) position sensor diagnostics. The accelerator pedal (AP) position sensor signals can be read using
VIDA (Volvo scan tool). A diagnostic trouble code (DTC) is stored if the engine control module (ECM) detects
a difference between the analog and pulse width modulation (PWM) signals. The engine control module (ECM)
then uses the signal with the lowest value for regulation.
The accelerator pedal (AP) position sensor is located on the accelerator pedal bracket.
CLUTCH PEDAL SWITCH
Fig. 198: Identifying Clutch Pedal Switch

Engine control module (ECM) receives information about the clutch pedal's position in two ways.
Partly from a clutch pedal position sensor which is directly connected to Central electronic module (CEM), and
partly from a clutch pedal switch directly connected to the Engine control module (ECM).
The function of the clutch pedal switch is to provide extra safety for the function autostart. In order for the
function to be activated, the Engine control module (ECM) must receive signal that indicates pressed down
pedal from the clutch pedal switch.
To start without the function autostart it is enough that any of the signals (from clutch pedal position sensor or
clutch pedal switch) indicates pressed down pedal.
In its starting position, the clutch pedal switch is open (clutch pedal released). The switch's installation shall be
adjusted so that is closed when the clutch pedal passes 75% of full pedal movement.
The clutch pedal switch is on the pedal box by the clutch pedal.
The engine control module (ECM) can diagnose the clutch pedal switch. The status (position) of the switch can
be read using the diagnostic tool.
NOTE: Read-out only works on vehicles built after week 46 2007.
MAIN RELAY (SYSTEM RELAY)
Fig. 199: Identifying Main Relay

The function of the main relay (system relay) is to supply certain components with voltage.
The relay is mechanical and has a closing and opening function. In the rest position the circuit in the relay is
open.
The main relay terminals (#30 and #86) are supplied with voltage by the battery. When the ignition key has
been turned and the engine control module (ECM) is powered, the terminal (#85) on the main relay is grounded
by the engine control module (ECM).
When the terminal (#85) is grounded, the relay is activated and a number of components are powered via the
relay terminal (#87).
The main relay is in the integrated relay/fuse box in the engine compartment and is diagnosed by the engine
AIR CONDITIONING (A/C) RELAY
Fig. 200: Air Conditioning Relay

The air conditioning (A/C) relay supplies the A/C compressor with voltage. The relay is controlled by the
engine control module (ECM) based on information from different signals:
 the climate control module (CCM) (via the control area network (CAN))
 the engine coolant temperature

 the position of the accelerator pedal (AP)
 the pressure in the system.
The engine control module (ECM) can temporarily disengage the A/C compressor during wide open throttle
(WOT) acceleration.
The relay is mechanical. It has a closing / breaking function and is supplied with power from the system relay.
In the rest position the circuit in the relay is open.
The system relay supplies the coil and the relay with power. The relay activates when the coil is grounded in the
engine control module (ECM), the circuit closes and the A/C compressor is supplied with power via the relay
voltage output.
The relay coil is grounded (signal) when the engine control module (ECM) receives a signal via the Controller
area network (CAN) from the climate control module (CCM) to activate the relay and start the compressor.
FUEL PUMP (FP) RELAY
See central electronic module (CEM).
STARTER MOTOR RELAY

The function of the starter motor relay is to supply power to the starter motor. See also: START
The starter motor relay is in the relay/fuse box in the engine compartment.
INJECTORS
Fig. 202: Identifying Injector

The function of the injectors is to spray fuel into the cylinders in the correct spray patterns. This happens
sequentially.
The injectors are in the intake manifold.
It is essential that the injectors are correctly installed with no air leakage around them. Fuel leakage from the top
of an injector when it is not activated may lead to starting and driving problems.
The engine control module (ECM) controls the injectors by grounding the valves in pulses.
The engine control module (ECM) can diagnose the injectors. The injectors can be activated using VIDA
(Volvo scan tool).
EVAPORATIVE EMISSION SYSTEM (EVAP) VALVE

Fig. 203: Evaporative Emission System Valve

The evaporative emission system (EVAP) valve is used to open and close the connection between the EVAP
canister and the intake manifold. The valve controls the flow of hydro-carbons (fuel vapor) from the EVAP
canister to the engine intake manifold using the vacuum in the intake manifold. This ensures that hydro-carbons
stored in the EVAP canister are used in the engine combustion process.
The valve is an electro-magnetic valve which is powered from the system relay. When the valve needs to be
opened, it is grounded internally in the engine control module (ECM). The evaporative emission system
(EVAP) valve is closed when in the standby position (open-circuit).
When the control module requests that the EVAP canister should be drained (the hydrocarbons stored in the
canister should be released into the engine), the control module deploys the evaporative emission system
(EVAP) valve by grounding it. A pulse width modulation (PWM) signal is used to ground the valve and to
control the degree to which the valve will open. In this way, the drainage of the EVAP canister is matched to
the volumetric efficiency of the EVAP canister, the engine speed (RPM) and the engine load.
The engine control module (ECM) can diagnose the evaporative emission system (EVAP) valve. The valve can
be activated using VIDA (Volvo scan tool).
The evaporative emission system (EVAP) valve is close to the intake manifold.
CAMSHAFT RESET VALVE (CONTINUOUS VARIABLE VALVE TIMING (CVVT))
Fig. 204: Identifying Camshaft Reset Valve (Continuous Variable Valve Timing (CVVT))
The camshaft reset valve controls the oil flow to the CVVT unit (camshaft pulley).
The valve consists of an electro-magnetic valve with a spring-loaded piston. There are slits in the piston which
channel the engine lubricating oil to the CVVT unit by moving the piston in the reset valve. The continuous
variable valve timing (CVVT) unit turns the camshaft (the camshaft timing changes). The direction in which the
camshaft turns depends on the chamber in the CVVT unit which is supplied with oil (pressure). See also:
CAMSHAFT CONTROL (CVVT)
The system relay supplies the reset valve with voltage. The valve is grounded (control stage) in the engine
control module (ECM). When the valve is grounded using a pulse width modulation (PWM) signal, the oil flow
in the valve can be regulated to the different chambers in the continuous variable valve timing (CVVT) unit at
variable rates. This allow the angle of the camshaft to be changed precisely and smoothly.
The engine control module (ECM) can diagnose the camshaft reset valve.
The valve is located on the cylinder head above the intake camshaft.
IGNITION COILS
Fig. 205: Identifying Ignition Coils

The ignition coils supply the spark plugs with high voltage to produce sparks. The engine control module
(ECM) controls the ignition coils so that sparks are generated at the correct time.
Each ignition coil has its own integrated power stage.
The ignition coils are in the sparkplug wells above each spark plug.
The engine control module (ECM) can diagnose the ignition coils.
EMISSIONS WARNING LAMP

Fig. 206: Emissions Warning Lamp

The emissions warning lamp in the Driver Information Module (DIM) has a warning symbol. This warning
symbol varies depending on the market. The warning symbols are:
 Engine symbol" (not USA)

 CHECK ENGINE" (MIL - Malfunction Indicator Lamp, USA only).
The warning lamp lights when the ignition key is turned to position II. The warning lamp will go out after
approximately 15 seconds or if the engine is started when no fault is found in the engine management system.
The warning lamp will light if there is a fault in one of the parameters in the engine management system. The
warning lamp will also light in response to a request transmitted via the control area network (CAN) if there is a
fault in the transmission control module (TCM) which affects emissions.
LEAK DIAGNOSTICS (CERTAIN MARKETS ONLY)
To minimize false detection of leakage, new software has been released for the Engine control module (ECM).
The software has been released afterwards, in order of priority, started at the end of 2006.
To check the current software version, use VIDA (Volvo scan tool).
The improved software version makes diagnostics more robust and durable against aging and wear of the leak
diagnostic unit. It affects strategies, behavior and to a degree also read off parameters.
 see LEAK DIAGNOSTICS, ORIGINAL VERSION

 see LEAK DIAGNOSTICS, IMPROVED VERSION
OVERVIEW
See OVERVIEW.
CAMSHAFT DIAGNOSTICS (CVVT)
See CAMSHAFT DIAGNOSTICS (CVVT).
MISFIRE DIAGNOSTIC
See MISFIRE DIAGNOSTIC.
 see LEAK DIAGNOSTICS, ORIGINAL VERSION

 see LEAK DIAGNOSTICS, IMPROVED VERSION
See HEATED OXYGEN SENSOR (HO2S) DIAGNOSTIC.
THREE-WAY CATALYTIC CONVERTER DIAGNOSTICS
See THREE-WAY CATALYTIC CONVERTER (TWC) DIAGNOSTICS.
FUEL PRESSURE REGULATION, DIAGNOSTICS
See FUEL PRESSURE REGULATION, DIAGNOSTICS.
OVERVIEW
The engine control module diagnoses its own internal signals and functions as well as the signals and functions
of connected components.
CONDITIONS FOR DIAGNOSIS
For the diagnosis of a component or function to start, certain specific conditions must be met. The conditions
for diagnostics vary depending on the component or function being diagnosed.
Conditions must be met during the diagnostic in order for the diagnostic to be completed. The time and
conditions for the diagnostic vary depending on the component or function being diagnosed. Certain diagnostics
only require the ignition to be switched on and off for a diagnostic to be run. Other diagnostics require that
several different conditions are met. For example:
 vehicle speed
 engine coolant temperature
 a certain event.
When the engine control module has run all the implemented diagnostics, the control module has completed a
"trip". An extensive driving schedule in various conditions is required to complete a trip. The engine may also
need to be shut off for a certain amount of time and then switched on again to complete a trip.
EMISSIONS RELATED DIAGNOSTIC FUNCTIONS
The engine control module checks that the emission-related systems are working. These systems are checked by
running a diagnostic function. The diagnostic function checks the components and that the system is
functioning.
DIAGNOSTIC TROUBLE CODE MEMORY
When the engine control module detects a fault, a diagnostic trouble code with qualifier and status is stored in
the control unit's diagnostic trouble code memory. Fault code storage has four status levels. When the engine
control module detects a fault, the diagnostic trouble code is stored with the status. If the fault persists the next
time diagnostics is performed, diagnostic trouble code status switches to. At that time, the diagnostic trouble
code will appear during normal DTC readout in VIDA (Volvo scan tool). If the fault is still active during the
next operating cycle, the diagnostic trouble code receives the status. If the diagnostic trouble code causes the
malfunction indicator lamp (MIL) to illuminate, that process starts now. For more information, see LIGHTING
THE MALFUNCTION INDICATOR LAMP (MIL) below.
If an existing fault disappears and does not return, the engine control module stores the code with the status. In
this status, the diagnostic trouble code remains until the engine control module is cleared of diagnostic trouble
codes or the power to it is cut off.
HINT: A diagnostic trouble code with the status can be read in VIDA (Volvo scan tool) using extended
DTC readout. This is often useful when explaining a customer-reported symptom that occurred some
time ago.
SUBSTITUTE VALUE
For certain types of diagnostic trouble codes (DTCs), the missing signal is replaced with a substitute value so
that the system can continue functioning.
LIGHTING THE MALFUNCTION INDICATOR LAMP (MIL)
LEAK DIAGNOSTICS, ORIGINAL VERSION
Fig. 207: Fuel Tank System Leak Overview

All gases that evaporate from fuel in the fuel tank must be led to and stored in the evaporative emission system
(EVAP) canister so that they can be directed into the engine for combustion. In order to detect leakages which
cause evaporation of gases into the air, the fuel tank system is diagnosed for leakage. The fuel tank system
consists of:
 fuel tank
 the EVAP canister purge valve (1)
 EVAP canister (2)
 leak diagnostic unit (3)
 air cleaner (ACL) (4)
 Roll-over valve (5)
 Float Limit Vent Valve (6)

 fuel filler pipe (7)
 all lines between the above components.
The fuel tank system has a leak diagnostic unit to diagnose any leakage. The leak diagnostic unit pressurizes the
fuel tank system when the ignition is off, if the conditions for diagnosis have been met. The control module can
detect faults in the function of the leak diagnostic unit and leakage that is 0.5 mm or greater. Minor leak;
leakage greater than 0.5 mm but less than 1.0 mm. Major leak (fuel tank filler cap missing for example) leakage
greater than 1.0 mm.
The leak diagnostic unit consists of a pump and a valve that controls the air flow in the unit. The fuel tank
system tests for leaks by measuring the power consumption of the pump. The power consumption of the pump
corresponds to a certain pressure in the fuel tank system. During diagnosis, the rate at which the pressure can
build up is checked, taking into account the quantity of fuel in the tank. The quicker the pressurization the better
the fuel tank system is sealed.
Conditions for diagnosis
The diagnosis begins when all the following conditions are met:
 There must be no diagnostic trouble code (DTC) stored for the following components or functions:
 the power stage for the pump in the leak diagnostic unit
 the power stage for the valve in the leak diagnostic unit
 the power stage for the EVAP canister purge valve
 the EVAP canister purge valve.
 Engine off for at least 5 hours (context), engine running for at least 20 minutes (context).
 Ignition off
 Vehicle speed 0 km/h.
 Engine coolant temperature (ECT) +4 °C or higher
 Maximum altitude of 2500 meters above sea level
 Outside temperature between +4 and +35 °C
 Stable signal from the fuel level sensor
 Fuel volume in the tank between 15-85 %
 Battery voltage between 11.0-14.5 V. The voltage must be stable.
 EVAP canister purge valve closed
 Low volume in the canister.
Diagnostic phases
The diagnostic is divided into the following phases and is carried out in sequence when all conditions for the
diagnostic have been met.
 reference phase 1
 function test
 leak diagnostic
 reference phase 2 (only during minor leak diagnostics, if the previous phase detected leaks).
Fig. 208: Identifying Fault Free Fuel Tank System Diagram Phase 1
Reference phase 1 (1-2)
The illustration is a diagram of a fault free fuel tank system.
Before the leak diagnostic begins, the control module runs reference phase 1 for leakage. During reference
phase 1 (1-2 ) for leakage that is 0.5 mm, the pump in the leak diagnostic unit pumps ambient air through a 0.5
mm hole and back out to the ambient air. At the same time, the power consumption (A ) of the pump is
measured and stored in the control module. The stored value (A ) for the power consumption of the pump
corresponds to a leakage of 0.5 mm. This value is then used by the engine control module (ECM) to determine
the leak status of the fuel tank system.
Function test (1-3)
If the value for the power consumption of the pump is too high or low during reference phase 1 (1-2 ), or if the
value for pump power consumption varies too much during reference phase 1 (1-2 ), the diagnostic is cancelled
and starts again the next time the conditions for the diagnostic are met. A diagnostic trouble code (DTC) is
stored if the diagnostic is cancelled because the power consumption of the pump is varying excessively.
After reference phase 1, the valve (2 ) in the leak diagnostic unit is activated and controls the air flow to the fuel
tank to pressurize the fuel tank system. This change of air flow will cause the power consumption of the pump
to fall briefly before the pressure builds up in the fuel tank system ( in the illustration). A diagnostic trouble
code is stored if the value for the power consumption of the pump drops too quickly, slowly or not at all.
Fig. 209: Identifying Leak Diagnostic, Major Leak Diagram

Leak diagnostic, major leak (leakage greater than 1.0 mm)
The diagnostic for "major leaks" is carried out every other time when the conditions for the diagnostic are met.
The leak diagnostic unit pressurizes the fuel tank system, measures the power consumption of the pump (4 ) and
compares this with a calculated desired value (B ). If the measured value reaches the calculated desired value
within a certain time frame (determined by the fuel level in the tank), the engine control module (ECM)
assumes that the fuel tank system is free of major leaks.
If a diagnostic trouble code (DTC) for major leaks is stored by the engine control module (ECM), a diagnostic
trouble code (DTC) for fuel tank filler cap missing will also be stored and the driver will be notified by a text
message in the driver information module (DIM).
Leak diagnostic, minor leak (leakage greater than 0.5 mm but less than 1.0 mm)
The diagnostic for minor leaks is run every 14th time the conditions for the diagnostic are met. The diagnostic
for major leaks is always run before the diagnostic for minor leaks. The leak diagnostic unit continues to
pressurize the fuel tank system (5 ). If the measured value (6 ) is the same or less than the value stored in
reference phase 1 (A ) (minor leak) after a certain amount of time (the time is determined by the fuel level in the
tank), reference phase 2 is run (see "Reference phase 2 " below).
A diagnostic trouble code (DTC) for minor leakage is stored, depending on the power consumption of the pump
during reference phase 2.
Fig. 210: Identifying Fault Free Fuel Tank System Diagram Phase 2
Reference phase 2
The illustration shows the reference phase after the diagnostic for minor leaks, sealed fuel tank system.
Reference phase 2 is run when the power consumption of the pump is too low during the diagnostic for leakage.
This is to ensure that lower power consumption during the minor leak diagnostic (6 ) is not caused by changes
in components. If the measured power consumption during reference phase 2 (7 ) is lower than that measured
during pressurization (6 ), the control module interprets this as meaning that the fuel tank system is sealed. A
diagnostic trouble code (DTC) for minor leakage is stored if the measured power consumption from reference
phase 2 (7 ) is the same or higher than that measured during pressurization (6 ).
LEAK DIAGNOSTICS, IMPROVED VERSION


consists of:
 fuel tank
 the EVAP canister purge valve (1 )
 EVAP canister (2 )
 leak diagnostic unit (3 )
 air cleaner (ACL) (4 )
 Roll-over valve (5 )
 Float Limit Vent Valve (6 )
 fuel filler pipe (7 )
fuel tank system when the conditions for leak diagnostics are met.
The control module can detect faults in the function of the leak diagnostic unit and leakage that is 0.5 mm or
greater. Minor leak; leakage greater than 0.5 mm but less than 1.0 mm. Major leak; leakage greater than 1.0
mm.
The leak diagnostic unit consists of a pump and a valve that controls the air flow in the unit. The Engine control
module (ECM) checks for leakage in the fuel tank system by measuring the relationship between reached
pressure and flow from the leak diagnostic pump during pressurization.
If a certain pressure is not reached with a predetermined supplied flow (with known mass), the Engine control
module (ECM) interprets this as a leak from the fuel tank system.
Leak diagnostics starts in normal operation when specific conditions are met (see below). The diagnostics can
also be started on command using VIDA (Volvo scan tool) when some of these conditions are ignored.
The diagnosis begins when all the following conditions are met.
NOTE: When diagnostics are started on command using VIDA (Volvo scan tool),
certain different conditions apply. See relevant information about these,
available with starting Quick test fuel tank system in VIDA.
 No diagnostic trouble codes (DTCs) for EVAP valve or atmospheric pressure sensor may be stored.
 The engine is switched off until the engine coolant temperature (ECT) has fallen to a few degrees above
the outside temperature, then engine running for at least 10 minutes
 Ignition off
 Engine coolant temperature (ECT) 4-35°C.
 Outside temperature 4-35 °C.
 Fuel volume in the tank between 0-85 %. The engine control module (ECM) ignores these parameters if a
diagnostic trouble code (DTC) is stored for the fuel level sensor and the fuel volume cannot be
determined.
 Battery voltage between 11-15 V. The voltage must be stable.
 Fuel tank filler cap locked. Tip. Locking occurs when the vehicle speed exceeds approximately 20 km/h.
Diagnostic phases
 reference phase
 function test
 checking the fuel tank system
Reference phase
Before the leak diagnostic begins, the control module runs a reference phase for leakage. During the reference
phases for leakage that is 0.5 mm, the pump in the leak diagnostic unit pumps ambient air through a 0.5 mm
hole and back out to the ambient air. At the same time, the pump in the leak diagnostic unit is monitored and the
reference values stored for later use to determine whether the tank system is leaking or not.
If a reference value for the pump is outside its unexpectedly high or low, or deviates too much, diagnostics is
cancelled and a DTC is stored.
Function test
After the reference phase, the valve in the leak diagnostic unit is activated and controls the air flow to the fuel
tank to pressurize the fuel tank system. This change of air flow will cause the load the pump to fall briefly
before the pressure builds up in the fuel tank system. If the load does not change within permitted parameters
within a permitted time, diagnostics is cancelled and a DTC is stored.
Checking the tank system, major leak (leak greater than 1.0 mm)
Diagnostics are carried out every time conditions for diagnostics are met.
The leak diagnostic unit pressurizes the fuel tank system and checks for leaks by monitoring the pressure the
fuel tank system. The pressure is a calculated pressure, calculated using the measured pump power
consumption. If the pressure stabilizes and/or does not exceed 1500 Pa within 450 seconds, this is interpreted as
a leak from the fuel tank system. Diagnostics are cancelled and a DTC for major leak is stored.
Checking the fuel tank system, minor leak (leakage greater than 0.5 mm but less than 1.0 mm)
The diagnostic for minor leaks is run every other time that the conditions for the diagnostic are met. Otherwise
diagnostics stop after checking for major leaks.
The leak diagnostic unit continues to pressurize the fuel tank system. The Engine control module (ECM) checks
for leakage in the fuel tank system by measuring the relationship between reached pressure and flow from the
leak diagnostic pump during pressurization. In a sealed system the relationship between these must be linear.
Any deviations from the linear relationship are calculated and used to determine how well sealed the tank
system is.
A diagnostic trouble code (DTC) is stored if a minor leak is detected within 15 minutes.

The front heated oxygen sensor (HO2S) is a linear type and functions with current control. Therefore it is
possible to measure the signals from the heated oxygen sensor (HO2S) using a multimeter. The rear heated
oxygen sensor (HO2S) is a binary type as with earlier heated oxygen sensors (HO2S). The center heated oxygen
sensor (HO2S) (certain markets only) is also binary. It works in the same way as previous heated oxygen
sensors (HO2S).
The engine control module (ECM) checks the heated oxygen sensors (HO2S) when the conditions for the
The following faults can be registered by the control module:
 Electrical faults in circuits for the actual heated oxygen sensors (HO2S) and in their preheating
 Adaptation. The control module checks that the long-term fuel trim is not higher or lower than the pre-
defined values
 Heated oxygen sensor (HO2S) dynamics. The control module checks that the switch time between rich
and lean mixture is not too long.
THREE-WAY CATALYTIC CONVERTER (TWC) DIAGNOSTICS
The three-way catalytic converter (TWC) stores oxygen from the exhaust gases and uses it to make toxic gases
more environmentally friendly. The catalytic converter is a 3 way catalytic converter in which HC
(hydrocarbons) and CO (carbon monoxide) are oxidized and NOx (nitrous oxide) is reduced. As the three-way
catalytic converter (TWC) ages, its ability to store oxygen is reduced. The conversion capacity of the three-way
catalytic converter (TWC) is reduced and unburned residue which is harmful to environment is released. To
reduce the environmentally damaging emissions, the engine control module (ECM) checks the efficiency of the
three-way catalytic converter (TWC). In brief, this check is carried out as follows.
Two heated oxygen sensors (HO2S) are used to check the three-way catalytic converter (TWC). One is
upstream of the converter and one is in the center of the converter (the rear heated oxygen sensor (HO2S)).
The main function of the heated oxygen sensors (HO2S) is to measure the oxygen content in the exhaust gases
so that the engine control module (ECM) can maintain the fuel/air mixture at around lambda=1. This mixture
allows for optimum catalytic conversion.
To evaluate the efficiency of the three-way catalytic converter (TWC) one uses a deviation added to the lambda
signal.
This means that 8 to 15 minutes after the engine is started (depending on the market) catalytic converter
diagnostics start.
The process is as follows:
A deviation is added to the lambda signal and the engine control module (ECM) is allowed to correct this.
The deviation switches between positive and negative values so that the fuel/air mixture switches between rich
and lean.
A counter registers the number of switches occurring while the diagnostic is taking place.
If the rear heated oxygen sensor (HO2S) registers a large number of switches exceeding a parameter, a
diagnostic trouble code (DTC) for three-way catalytic converter (TWC) efficiency will be stored.
If the parameter is not exceeded the three-way catalytic converter (TWC) is deemed to be operating well.
NOTE: In a poorly operating three-way catalytic converter (TWC) the switches caused
by the deviation will quickly exceed the parameter. This is because the exhaust
gases in principle pass straight through the three-way catalytic converter (TWC)
without being cleaned. If the three-way catalytic converter (TWC) is operating
well the switches will be slower as it takes a longer time for the variations to
make themselves felt.
When replacing the engine control module (ECM), the hardware number on the control module is read and
transmitted to the Volvo central database. The software is compiled depending on the configuration of the
vehicle (for example, structure week and hardware number). The software is then transmitted to VIDA (Volvo
scan tool) and downloading is carried out.
A vehicle identity check, a read off of the vehicle's new configuration for updating the Volvo central database
and programming of codes are included in the download sequence. The procedure when updating software is
identical except that the hardware number is not read but taken directly from the Volvo central database.
The engine control module (ECM) is included in the immobilizer system and a number of conditions must be
met for the control module to approve a start.
Immobilizer code: During a start attempt, the central electronic module (CEM) transmits its immobilizer code
and the engine control module (ECM) compares this with its own programmed code. This condition is met if
the codes correspond.
Serial number: The serial number for the brake control module (BCM) is programmed into the engine control
module (ECM). During a start attempt the engine control module (ECM) transmits a query to the brake control
module (BCM) about which serial number it has programmed in and then compares this with the serial number
programmed into the engine control module (ECM). This condition is met if the serial numbers correspond.
Both conditions must be met to allow a start. When replacing the engine control module (ECM), both the
immobilizer code and serial number are programmed automatically when downloading software.
FUNCTION
START
Fig. 212: Identifying Starter Motor Relay, TCM, ECM, Control Solenoid & CEM
The starter motor (6/25) is powered via the starter motor relay (2/35). The relay is controlled by the engine
control module (ECM) (4/46). The start process is as follows:
1. The ignition key is turned to start position (position III)

2. A high signal from the ignition switch (3/1) is transmitted to the engine control module (ECM) via the
central electronic module (CEM) and integrated relay/fusebox in the engine compartment. The engine
control module (ECM) interprets this high signal as a request to activate the starter motor.
3. The engine control module (ECM) activates the starter motor by grounding the relay for the starter motor
relay. The relay is powered by the ignition switch
4. The relay closes the circuit between the starter motor solenoid and the battery, activating the starter motor
5. The engine control module (ECM) activates the starter motor until the ignition key is released from the
start position (position III).
The starter motor will not be activated if:

 the function for electronic Immobilizer does not allow start. The engine control module (ECM) receives
signal regarding if the electronic immobilizer is active or inactive, from the central electronic module
(CEM) via the CAN-net.
 the gear selector is not in position "P" or "N" (automatic transmissions). The engine control module
(ECM) receives a signal indicating the position of the gear selector from the transmission control module
(TCM) (4/28) via both the controller area network (CAN) and from a directly connected cable between
the engine control module (ECM) and transmission control module (TCM).
 the clutch pedal is released (manual transmissions, certain markets). The engine control module (ECM)
receives a signal indicating the position of the clutch pedal from the central electronic module (CEM) via
the controller area network (CAN).
Auto start (2007-)
If the ignition key is released from position III before the engine is started, the starter motor continues to run.
The starter motor runs until the engine is started or until after a certain amount of time. The engine coolant
temperature (ECT) determines how long the starter motor is permitted to run:
 at -40 °C, approx. 10 seconds

 over 15 °C, approx. 4 seconds.
If the engine does not turn or if the engine speed is extremely low when the start relay is activated, the engine
control module (ECM) interrupts start relay activation.
Activation of the starter motor is not permitted or is interrupted if:
 the engine is running (the engine speed (RPM) above a certain value)
 the immobilizer function does not allow a start
 the clutch pedal is not depressed (manual transmission). The signal about the clutch pedal position (clutch
pedal sensor) is received by the engine control module (ECM) (4/56), via the controller area network
(CAN) and via a directly connected cable from the clutch pedal switch (3/271).
 the brake pedal is not depressed (automatic transmission).

Fig. 213: Identifying Camshaft Control (CVVT)

When the camshaft (A) is set at the factory, it is aligned with the position of the crankshaft (B). The position of
the camshaft in relation to the crankshaft is designated the camshaft 0 position . During camshaft (CVVT)
control, the 0 position of the camshaft is advanced so that the opening and closing of the intake valves can be
changed to relative to the camshaft. By controlling the camshaft (the camshaft is regulated from its 0 position)
the performance of the engine is increased, the idle speed quality is improved and the emissions are reduced.
There are diagnostics for this function. See also: CAMSHAFT DIAGNOSTICS (CVVT)
Camshaft position detection

Fig. 214: Identifying Camshaft Position Sensors

In order to detect the position of the camshaft in relation to the crankshaft, the engine control module (ECM)
uses the signals from the engine speed (RPM) sensor (the position of the crankshaft) and from the camshaft
position (CMP) sensor (the position of the camshaft). The control module uses these two signals to determine
the position of the camshaft in relation to the position of the crankshaft.
Both the intake camshaft and exhaust camshaft have a camshaft position sensor. Cylinder detection on start up
(the operating cycle of each cylinder) is improved by using a camshaft position sensor on the intake camshaft
and exhaust camshaft.
The following description applies to the intake camshaft.

Fig. 215: Detecting Camshaft Flanks On Sensor

Detecting the camshaft flanks
The camshaft is divided into five flanks per camshaft revolution (flanks 1-5). The flanks are detected by the
camshaft position (CMP) sensor. Its signal is affected by the shape of the camshaft rotor. See also:
Because the teeth on the camshaft pulse wheel are differently designed the control module can determine the
position of the camshaft using the camshaft position (CMP) sensor signal. The control module is able to
establish which combustion cycle the cylinders are in.
Fig. 216: Detecting The Reference Positions Of The Camshaft

Detecting the reference positions of the camshaft
The crankshaft has five reference positions, one for each camshaft flank. The reference positions are
predetermined points on the flywheel. The reference positions are detected using the signal from the engine
speed (RPM) sensor. See also: ENGINE SPEED (RPM) SENSOR
The camshaft rotates at half the speed of the crankshaft. Two engine revolutions are required to detect all five
camshaft flanks:
The positions on the flywheel are designated °CA (Crank angle). 0°CA = Top dead center cylinder 1.
Fig. 217: Detecting The Position Of The Camshaft In Relation To The Position Of The Crankshaft
Detecting the position of the camshaft in relation to the position of the crankshaft
Each camshaft flank aligns with pre-defined positions on the crankshaft when the camshaft is in its 0 position.
These positions on the crankshaft are called flank reference positions. Each flank is 33°CA before top dead
center (BTDC) when the camshaft is in its 0 position (camshaft not deployed), see D1-D5 in illustration.
A: Engine speed (RPM) sensor signal.
B: Camshaft position (CMP) sensor signal, intake. From high to low signal when the teeth on the camshaft
pulley leave the camshaft position (CMP) sensor.
C: Low engine speed (RPM) sensor signal because of the holes in the flywheel/carrier plate.
1: Top dead center (TDC) cylinder 1, 0°CA (84°CA after hole "C " in the flywheel/carrier plate).
2: Top dead center (TDC) cylinder 2, 144°CA.

Regulating the camshaft position
To control the intake camshaft the engine control module (ECM) regulates the infinitely variable camshaft reset
valve. The valve controls the flow of engine oil to the continuous variable valve timing (CVVT) unit which is
affected by the oil pressure that builds up. This allows the CVVT unit to change the position of the camshaft.
Also, see "Control, CVVT unit " below and CAMSHAFT RESET VALVE (CONTINUOUS VARIABLE
VALVE TIMING (CVVT))
When controlling the camshaft position (the engine control module (ECM) controls the camshaft), detection of
the camshaft flanks will be offset from the reference positions on the crankshaft. Angles D1-D5 shown in the
illustration will increase when the camshaft is controlled.
HINT: The exhaust camshaft signals are the same as those of the intake camshaft. However, the exhaust
camshaft flanks are 318°CA before the intake camshaft flanks.
The engine control module (ECM) is then able to calculate the °CA (crankshaft degrees from top dead center
(TDC)) that the intake valve opens and the exhaust valve closes for each cylinder. This is because the opening
and closing angles are fixed and predefined in relation to the camshaft flanks.
The camshaft position relative to the crankshaft position can be read in VIDA (Volvo scan tool).
Control, CVVT unit

Fig. 218: View Of CVVT Unit From The Side And From The Rear
HINT: The illustration is a view of the CVVT unit from the side and from the rear.
1: Timing belt pulley
2: Lock pin with spring
3: Rotor
4: Rotor wings
A1: Chamber A
B1: Chamber B
The continuous variable valve timing (CVVT) unit allows the position of the camshaft to be adjusted relative to
the crankshaft.
The camshaft is secured to the rotor (3). The rotor (and with it the camshaft) rotates in relation to the timing belt
pulley (1) within set angles.
When the camshaft is in its 0 position, the timing belt pulley and the rotor are locked together by the lock pin
(2). A spring-loaded lock pin slides into a hole on the inside of the end of the timing belt pulley to secure it.
Camshaft reset valve
Fig. 219: Identifying Camshaft Reset Valve (Continuous Variable Valve Timing (CVVT)
5: Piston with slits
6: Return spring
A: Channel leading to chamber A1 in the CVVT unit
B: Channel leading to chamber B1 in the CVVT unit
C: Channel for oil (pressure)
D: Channel for oil (return)
The camshaft reset valve controls the oil flow to the continuous variable valve timing (CVVT) unit. The engine
control module (ECM) uses a pulse width modulation (PWM) signal to control the valve. See also:
Control takes place as follows when deploying the camshaft

 The oil is forced from the engine lubrication system (C)

 The valve is grounded by the engine control module (ECM). The oil flows via the slits in the piston (5) to
the oil channel (A) in the camshaft
 The oil flows via oil channels in the camshaft to the top of the lock pin (2). If the camshaft is in its 0
position, the lock pin will be forced in by the oil pressure and the rotor releases from the timing belt
pulley
 The chamber (A1) fills with oil. The oil pressure will rotate the rotor (3)
 The oil in the chamber (B1) will be forced out of the chamber by the rotation of the rotor. The oil flows to
the engine oil pan via the camshaft, channel (D) and the valve.
Control takes place as follows when returning the camshaft


 The engine control module (ECM) breaks the ground connection for the valve. The piston (5) in the valve
springs back (6) and the oil flows via the piston slits in the valve to the oil channel (B) in the camshaft
 The chamber (B1) fills with oil. The oil pressure in the chamber will rotate the rotor
 The rotor (4) reaches its limit position and the lock pin slides into a hole on the inside of the front end of
the camshaft pulley
 The oil in the chamber (A1) will be forced out of the chamber by the rotation of the rotor. The oil flows to
The reset valve is controlled by the engine control module (ECM) at high frequency. The frequency changes for
deployment and return. This ensures rapid and precise control. The extent of camshaft control (change in the
camshaft radial position) varies depending on the engine variant.
FUEL PRESSURE REGULATION

Fig. 222: Identifying Fuel Pressure Regulation

Fuel pressure regulation for demand controlled fuel pumps (DECOS - Demand Controlled fuel Supply) means
that the fuel pressure is controlled steplessly by varying the output of the fuel pump. The design of the system
allows a greater maximum pressure (approximately 6.5 bar) in the fuel pump. This pressure is used in extreme
situations, such as heavy engine load for example.
The following components are used for fuel pressure regulation:
 engine control module (ECM) (4/46)

 fuel pump control module (4/83)
 fuel pressure sensor with fuel temperature sensor (7/156)
 fuel pump with by-pass valve (6/33).
The time taken for the engine start procedure can be reduced by rapidly increasing the pressure in the fuel rail
when the engine control module (ECM) receives a signal about the position of the ignition switch from the
The engine control module (ECM) is better able to calculate the injection period because the signal from the
fuel pressure sensor provides information about the fuel pressure and actual fuel temperature. This particular
improves the cold starting characteristics of the engine.
The advantages of varying the output of the fuel pump so that it is not always at full power are:
 the total power consumption of the fuel pump (FP) is reduced, reducing the load on the power supply
system
 the service life of the fuel pump (FP) is increased
 fuel pump noise is reduced.
Control
The engine control module (ECM) attempts to maintain a fuel pressure of 480 kPa (absolute pressure). A pulse
width modulation (PWM) signal from the engine control module (ECM) to the fuel pump (FP) control module
requests an increase or decrease in pressure. The fuel pump control module then operates the fuel pump unit to
obtain the desired pressure using a pulse width modulation voltage on the ground lead. The fuel pump (FP) can
be controlled steplessly by changing the pulse width modulation (PWM) signal. Only that pressure which is
required at that specific time will then be released to the fuel rail/injectors. The value of the pulse width
modulation (PWM) signal is a measurement of the operational load of the fuel pump (FP) (% duty, 100% =
maximum pressure).
The engine control module (ECM) continuously monitors the fuel pressure using the signal from the fuel
pressure sensor. This allows the desired fuel pressure to be achieved. If necessary, the signal to the fuel pump
control module can be changed so that it corresponds to that required to achieve the requested fuel pressure.
By-pass valve
When the injectors are closed because of too high pressure (during engine braking for example) there is a
pressure peak. The by-pass valve in the fuel pump (FP) is used to even out the pressure peak. The opening
pressure of the valve is approximately 6.5 bar.
The by-pass valve also functions as a non-return valve, ensuring that the fuel pressure in the system is
maintained when the engine is switched off.
There is high pressure before the engine is started. This high pressure means that the valve in the by-pass valve
opens and the system is "flushed".
Passive safety
For safety reasons, the engine control module (ECM) shuts off the fuel pump (FP) if the supplemental restraint
system module (SRS) detects a collision.
THROTTLE CONTROL
Fig. 223: Identifying Throttle Control

To ensure that the correct throttle angle is reached, the engine control module (ECM) controls the throttle
shutter in the throttle unit (6/120), mainly using the signal from:
 accelerator pedal (AP) position sensor (7/51)

 clutch pedal sensor (7/123) via central electronic module (CEM) (4/56)
 stop lamp switch (3/9)
 the throttle position (TP) sensor on the electronic throttle unit (6/120)
 brake pedal sensor (7/124) via brake control module (BCM) (4/16).
Additional signals and parameters are used to ensure optimum throttle control. By example by compensating
for:
 the load from the air conditioning (A/C) compressor

 the load from the transmission depending on the selected gear mode (automatic)
 engine coolant temperature (ECT).
In a combustion engine, the difference between the minimum and maximum airflow is considerable. The
smaller air flows need more thorough regulation (for example during idle air trim), so the throttle position (TP)
sensor signal 1 is amplified approximately 4 times in the engine control module (ECM) before it reaches the
Analog/Digital converter in the engine control module (ECM). This means that there are three, two real and one
fictitious, input signals available to the engine control module (ECM). These signals are used to determine the
Because the signal is amplified, it reaches its maximum value at approximately a quarter of maximum
deployment.
The engine control module (ECM) primarily uses the signal from throttle position (TP) sensor 1 as a
measurement of throttle opening. The signal from throttle position (TP) sensor 2 is mainly to check that throttle
position (TP) sensor 1 is working. The engine control module (ECM) then uses the signal to calculate a throttle
angle (actual value). This is the actual throttle angle. The value for the actual throttle angle is used by those
functions in the engine control module (ECM) which depend on this information so that the throttle can be
correctly regulated.
There is an adaptation (learning) in the engine control module (ECM) so that the control module can calculate
how the damper motor needs to be controlled. See "Adaptation of the electronic throttle unit " below. This
adaptation occurs automatically when necessary. The engine control module (ECM) moves the throttle disc to
the different positions and reads off and registers the actual values from the throttle position (TP) sensors.
The throttle angle is regulated so that the actual angle (actual value) is the same as the angle calculated by the
engine control module (ECM) (desired value). The engine control module (ECM) also uses the values that were
stored during adaptation of the throttle angle, and the actual signals from the throttle position (TP) sensor.
The damper motor is deployed by the integrated power stage in the engine control module (ECM) using a pulse
width modulation (PWM) signal. The torsion from the opening and return springs in the electronic throttle unit
is also used. If the engine control module (ECM) detects a fault in the electronic throttle unit so that the throttle
disc cannot be controlled, the springs in the throttle unit will turn the throttle disc to the limp home position
(return position). This return position is calibrated to provide a throttle angle large enough to allow the car to be
driven to a workshop, although with considerably reduced driveability.
Throttle angle
The engine control module (ECM) also monitors the throttle unit signals from the throttle position (TP) sensors,
to ensure that these signals are within the parameters and correspond to the same throttle angle.
If the difference between the signals exceeds a set limit the maximum value is selected as the actual value
(which means that the throttle disc is controlled down). If the engine control module (ECM) detects a fault in
both throttle position sensors, the electronic throttle unit power stage is switched off. The throttle switches to
limp home mode (return position). Diagnostic trouble codes (DTC) are stored in the engine control module
(ECM) if faults are detected in the throttle position (TP) sensors.
Adaptation of the electronic throttle unit
Adaptation of the electronic throttle unit is carried out automatically when requested by the engine control
module (ECM). Adaptation is carried out to check the function of the electronic throttle unit, and, if necessary,
to update the values obtained from the throttle position (TP) sensors etc. during regulation, as these values can
change somewhat over the service life of the throttle unit. Diagnostic trouble codes (DTC) are stored in the
engine control module (ECM) if faults are detected in the electronic throttle unit.
FUEL TRIM
Fig. 224: Fuel Trim

Overview
Fuel trim reduces exhaust emissions. Fuel trim reduces nitrous oxides (NOx ), carbon monoxide (CO) and
hydrocarbon (HC) emissions.
Theoretically, if the correct amount of oxygen is added during combustion, fuel can be converted to water (H2
O) and carbon dioxide (CO2 ). Emissions would then be completely safe.
In practice considerable amounts of hydro-carbons (HC) and varying amounts of carbon monoxide (CO) and
carbon dioxide (CO2 ) remain.
Fig. 225: Fuel Trim

Due to the high temperature and pressure, nitrous oxides such as NO and NO2 are also formed. The common
designation for these gases is nitrous oxides NOx .
Fig. 226: Converting Exhaust To H2O And CO2

By speeding up the reaction between the remaining reactive components using a catalytic converter, these can
be converted to water (H2 O), carbon dioxide (CO2 ) and nitrogen (N2 ).
However this can only happen if the balance of hydro-carbons (HC), carbon monoxide (CO), oxygen (O2 ) and
nitrous oxides (NOx ) is exactly right in the exhaust. This happens when the fuel air mixture before combustion
is 14.7 kg of air per kg of fuel. The Lambda value is then said to be one, (lambda=1).
Fig. 227: Identifying Engine Control Module (ECM)

A base program in the engine control module (ECM) calculates the injection period based on data about load, i.
e. the measured air mass and engine speed (RPM). The calculated injection time (from the base program) is then
modified by a circuit (short-term fuel trim). The signal from the heated oxygen sensor (HO2S) is used to finely
adjust the injection period so that lambda=1 is reached. The short-term fuel trim is also a circuit that finely
adjusts the injection period so that the fuel air mixture is optimized (lambda=1). The control module also used
the signals from the front and rear heated oxygen sensors (HO2S) to correct the front heated oxygen sensor
(HO2S) (offset adjustment) and thereby the injection period. This gives a higher degree of accuracy during fuel
trim. Fuel trim is a rapid process which may take place several times a second. Adjustment of the calculated
injection period calculated in the base program is limited.
The integrator can be read using VIDA (Volvo scan tool).
Adaptive functions
Fig. 228: Adaptive Function Charts

Certain factors, such as deviations in tolerance for certain components such as the mass air flow (MAF) sensor
and injectors, intake air leakage, fuel pressure etc, will affect the composition of the fuel air mixture. To
compensate for this, the engine control module (ECM) has adaptive (self learning) functions. When the engine
is new, the short-term fuel trim is assumed to vary cyclically around a nominal center line (A) 1.00 with, for
example, a ± 5% change in the injection period when fuel trim is active.
If there is air leakage the short-term fuel trim will be offset to a new position (B) and will then work for
example between 1.10 (+10%) and 1.20 (+20%), although still at an amplitude of 5%, but with an offset in
relation to the original center line (A). The injection period has then been increased to compensate the increase
in the amount of air.
The adaptive functions will correct the change, so that the short-term fuel trim will work around the new center
line (B) where it will again have its full range of control available.
Put simply, fuel trim is a measurement of the difference (C) between the original short-term fuel trim center line
(A) and the new center line (B).
Fig. 229: View Of Adaptive Function Chart

The adaptive functions consist of two sections and correspond to the different operating ranges of the engine,
load (D) and engine speed (E):
 Additive adaptation (1) is when the engine is idling. This is how the control module adjusts the CO
content at idle speed. Long-term fuel trim, idling can be read off using VIDA (Volvo scan tool).
 Multiplicative adaptation (2), carried out at loads and engine speeds above idle. Long-term fuel trim, load
The adaptive adjustments of the injection period are stored continuously in the control module. This means that
under different operating conditions the fuel air mixture is obtained before the heated oxygen sensor (HO2S) is
warm enough to function.
A diagnostic trouble code (DTC) will be stored in the control module if any adaptation value is too high or too
low. For further information, also see: HEATED OXYGEN SENSOR (HO2S) DIAGNOSTIC
KNOCK CONTROL
Fig. 230: Identifying Knock Sensor

Knock occurs in the combustion chamber when the fuel and air mixture self ignites. This can occur either
before or after the spark plug has produced an ignition spark. In both cases the gas in two or more places ignites
in the combustion chamber.
This results in an extremely fast combustion process with flames from several directions. When these flames
collide, the pressure in the cylinder increases rapidly and there is a mechanical knocking sound.
If any of the cylinders knock there is a specific type of vibration in the cylinder block. These vibrations are
transferred to the knock sensor (KS) which is screwed into place in the cylinder block. The resulting mechanical
stress in the piezo electrical material in the knock sensors generates a voltage. The engine control module
(ECM) can then determine which cylinder is knocking with the help of the camshaft position (CMP) sensor and
the engine speed (RPM) sensor.
The knock sensor (KS) also senses some normal engine sound. The control module is able to recognize the
vibrations which correspond to knocking by filtering, amplifying and using software to evaluate the signal.
If the knock sensor (KS) detects knocking in the engine above a certain threshold value, the ignition timing is
first retarded and then the fuel/air mixture is enriched to eliminate knocking.
IGNITION CONTROL
Fig. 231: Identifying ignition control & Components

The following components are used for ignition control:
 engine speed (RPM) sensor (7/25)

 camshaft position (CMP) sensor (7/172-7/173)
 mass air flow (MAF) sensor (7/17)
 engine coolant temperature (ECT) sensor (7/16)
 throttle position (TP) sensor on the electronic throttle unit (6/120)
 knock sensor (KS) (7/24)
 transmission control module (TCM) (4/28)
 spark plugs with ignition coils (20/3-20/7)
 brake control module (BCM) (4/16).
The engine control module (ECM) calculates the optimum ignition advance based on the software and
information from the sensors. The engine control module (ECM) cuts the current to the ignition coil mounted on
the cylinder to be ignited and produces a spark.
During the starting phase the engine control module (ECM) produces a fixed ignition setting. When the engine
has started and the vehicle is being driven, the engine control module (ECM) calculates the optimum ignition
setting, taking factors such as the following into account:

 load
 temperature.
The engine control module (ECM) analyses the signal from the knock sensor (KS) when the engine reaches
operating temperature. If any of the cylinders knock, the ignition is retarded for that specific cylinder until the
knocking ceases.
The ignition then advanced to the normal position or until the knock recurs.
Before the transmission control module (TCM) changes gear, it sometimes transmits a torque limiting request to
the engine control module (ECM). The engine control module (ECM) then retards the ignition momentarily to
reduce the torque, resulting in smoother gear changes and reducing the load on the transmission. There are
different ignition retardation levels depending on the signals from the transmission control module (TCM). The
return signal from the engine control module (ECM) to the transmission control module (TCM) confirms that
the signal reached the engine control module (ECM). The Brake Control Module (BCM) transmits information
to the engine control module (ECM) about deviations in the drive line. The signal is used to stop the diagnosis.
For further information, also see: MISFIRE DIAGNOSTIC
The engine misfires if the fuel does not ignite correctly. For further information, also see: MISFIRE
DIAGNOSTIC
REGULATING THE AIR CONDITIONING (A/C) COMPRESSOR

Fig. 232: Identifying Air Conditioning (A/C) Compressor

The air conditioning (A/C) compressor is controlled by the engine control module (ECM) (4/46) on request
from the climate control module (CCM) (3/112) via the controller area network (CAN). When the engine
control module (ECM) receives a signal from the climate control module (CCM) to activate the air conditioning
(A/C) compressor, the engine control module (ECM) grounds the circuit for the relay coil for the A/C
compressor. See also: AIR CONDITIONING (A/C) RELAY
The relay (2/22) closes the circuit between the integrated relay/fuse box in the engine compartment and the
clutch for the A/C compressor (8/3).
In addition to the information from the climate control module (CCM), the engine control module (ECM)
checks the engagement and disengagement of the A/C compressor based on:
 the signal from the air conditioning (A/C) pressure sensor (high pressure side) (7/8)
 the signal from the air conditioning (A/C) pressure sensor (low pressure side) (8/119)
 the throttle position (TP) sensor (6/120)
 the engine coolant temperature (ECT) sensor (7/16).
REGULATING THE CRUISE CONTROL

Fig. 233: Identifying Cruise Control

The cruise control function is an example of distributed functionality.
The following components are used when regulating the cruise control:

 steering wheel module (SWM) (3/254) (cruise control buttons)
 central electronic module (CEM) (4/56) (clutch pedal position)
 brake control module (BCM) (4/16) (brake pedal position, speed signal)
 driver information module (DIM) (5/1) (cruise control lamp)
 transmission control module (TCM) (4/28) (cruise control active/not active, gear selector in position "P"
or "N")
 electronic throttle unit (6/120)
To activate cruise control the function must be switched on using the "CRUISE" button. A lamp lights up in the
driver information module (DIM).
The driver activates the function by pressing the SET+ or SET- button. A message is then transmitted via the
low speed side of the Controller area network (CAN) to the central electronic module (CEM) which then
transmits the message on via the high speed side of the Controller area network (CAN) to the engine control
module (ECM).
The engine control module (ECM) controls the throttle angle so that a constant speed is maintained using the
vehicle speed signal from the Brake Control Module (BCM). The transmission control module (TCM) also
receives a message indicating that cruise control is active via the Controller area network (CAN), so that the
transmission follows certain shifting patterns when the cruise control is active.
If the accelerator pedal (AP) is depressed the speed increases as normal and then resumes to the stored value
when the driver releases the accelerator pedal (AP) again.
The engine control module (ECM) continually stores the speed. If the cruise control is disengaged, if for
example the driver depresses the brake pedal, the previous speed can be resumed by pressing the "RESUME"
button.
Cruise control cannot be activated at speeds below 30 km/h.
Cruise control is disengaged:
 when the driver presses the clutch pedal or brake pedal

 when the driver presses the "CRUISE" button on the steering wheel
 when the driver depresses the "0" button on the steering wheel
 if "P" or "N" positions are transmitted on the controller area network (CAN) (applies to automatic
transmissions)
 if the speed deviates too much from the set value
 when the control system detects a fault that prevents activation.
CONTROLLING THE GENERATOR (GEN) (2005-)

Fig. 234: Identifying Alternator Control Module (ACM), Engine Control Module (ECM) And Central
Electronic Module (CEM) Communication
The engine control module (ECM) (4/46) regulates the charge voltage of the generator (GEN) (via LIN
communication) when requested by the central electronic module (CEM) (4/56) (via CAN communication).
The engine control module (ECM) can change the charge voltage requested by the central electronic module
(CEM). to suit certain operating conditions such as engine start, idle speed or high engine load.
The value requested by the engine control module (ECM) for charging voltage and alternator charging current
The alternator control module (ACM) transmits fault information to the engine control module (ECM).
Diagnostic trouble codes (DTCs) are stored in the engine control module (ECM).
SYSTEM OVERVIEW
CONTROL MODULE

The engine control module (ECM) controls the following functions:
 start
 injectors
 ignition
 fuel pressure
 throttle
 camshafts (CVVT)
 evaporative emission system (EVAP) valve
 engine cooling fan (FC)
 Air conditioning (A/C) compressor
 alternator control module (ACM) (2005-).
The engine control module (ECM) is supplied with battery voltage via fuses in the central electronic module
(CEM) and in the integrated relay/fusebox in the engine compartment.
To prevent certain stored date from being erased from the engine control module (ECM) when the ignition is
switched off, the control module also has a 30-supply. This supply is from the integrated relay/fusebox in the
engine compartment.
The control module is grounded via the wiring which is connected at the right-hand suspension turret.
The engine control module (ECM) contains a voltage regulator which maintains a low voltage (5 V) in internal
components in the control module such as:
 Analog/Digital converter
 Digital/Analog converter
The functions which require battery power and high output are controlled by external or internal power stages.
For example ignition coils have external power stages (integrated into the ignition coils) while the power stages
for the injectors are integrated into the control module.
The micro-processor in the engine control module (ECM) receives signals from the different sensors and
control modules in the vehicle. The micro-processor uses a program which calculates how the signals from the
different sensors and other control modules are to be interpreted and how the components / functions need to be
controlled.
The control module has several self-learning (adaptive) functions. It continually adapts ongoing calculations to
changing circumstances (wear, air leaks, differences between different fuels).
Emissions are kept low through efficient management of the injection period, ignition, evaporative emission
system (EVAP) valve and camshafts etc. Faults which affect emissions can be detected by running diagnostics
for functions and components.
The engine control module (ECM) is in the intake system. It is cooled by the engine intake air.
The engine control module (ECM) communicates with other control modules using controller area network
The engine control module (ECM) checks activations, input and output signals and functions using an
integrated diagnostic system. A diagnostic trouble code (DTC) is stored if, after validation, the control module
detects a fault. In certain cases the faulty signal is also replaced with a substitute value or certain functions are
limited.
For example, substitute values can be set for:
 engine coolant temperature (ECT) sensor

 throttle position (TP) sensor
 air pressure
 fuel pressure.
Mathematical calculations and signals from certain components are used to calculate the substitute values.
Other substitute values are fixed, predefined values in the control module.
The substitute value allows the car to be driven and for the emissions to be kept at a reasonable level even
though vital functions/components are malfunctioning.
Functions which may be limited are for example:
 Camshaft control (CVVT)

 fuel trim
 throttle angle
 fuel pressure regulation.
The substitute values are used and functions restricted so that the system is still able to work while protecting
components that are required for safety reasons (for example the throttle angle).
off using VIDA (Volvo scan tool) via the data link connector (DLC) in the vehicle.
SIGNALS
The table below summarizes the input signals to and output signals from the Engine Control Module (ECM).
(CAN) communication. The illustrations below (Fig. 236 and Fig. 237) displays the same information with the
Volvo component designations.

 Ignition switch (3/1)  Air conditioning (A/C) relay (2/22)
 Transmission Control Module (TCM) (4/28)  Electronic throttle unit (6/120)
 Air conditioning (A/C) pressure sensor (7/8)  Engine cooling fan (FC) control module
 Air conditioning (A/C) pressure sensor (4/71)
(8/119)  Evaporative emission system (EVAP) valve
 Stop lamp switch (3/9) (8/18)
 Accelerator pedal (AP) position sensor (7/51)  Injectors (8/6-8/10)
 Throttle position (TP) sensor (via electronic  Fuel pump control module - fuel pump (FP)
throttle unit) (6/120) (4/83)-(6/33)
 Camshaft position sensor, intake (7/172)  Ignition coils (20/3-20/7)
 Camshaft position sensor, exhaust (7/173)  Leak diagnostic unit including pre-heating
(certain markets only) (6/67)
 Engine coolant temperature (ECT) sensor
(7/16)  Front heated oxygen sensor (HO2S),
preheating (7/15)
 Engine speed (RPM) sensor (7/25)
 Center heated oxygen sensor (HO2S),
 Fuel pressure sensor (7/156) preheating (certain markets only) (7/187)
 Knock sensor (KS) (7/24)  Rear heated oxygen sensor (HO2S),
 Mass air flow (MAF) sensor (7/17) preheating (7/82)
 Manifold absolute pressure (MAP) sensor  Starter motor relay (2/35)
(7/81)  Main relay (system relay) (2/32)
 Oil pressure switch (7/6)  Camshaft reset valve (CVVT), intake (8/19).
 Front heated oxygen sensor (HO2S) (7/15)
 Center heated oxygen sensor (HO2S) (certain
markets only) (7/187)
 Rear heated oxygen sensor (HO2S) (7/82)
 Leak diagnostic unit (certain markets only)

(6/67).
 Clutch pedal switch (3/271)

Alternator control module (ACM) (6/26) (2005-)
 fault status
 requested voltage for charging.
 magnetization for charging.
Premair sensor (7/200) (2006-) (certain markets

Premair sensor (7/200) (2006-) (certain markets
only):
only):
 the request about the temperature and fault
 radiator temperature
status.
 fault status.
Central electronic module (CEM) (4/56): Central electronic module (CEM) (4/56):
 outside temperature  request for fuel pump (FP)

 clutch pedal position  engine speed
 accelerator pedal (AP) position (from the  load
analog signal from the accelerator pedal (AP)  immobilizer codes
position sensor)
 cruise control status (on/off)
 quantity of fuel in the tank
 alternator control module (ACM) load (2005-)
 the time since the engine was switched off
 alternator control module (ACM) fault status
 request for increased idle speed (2005-).
 request for battery charging (2005-)
 charging status (2005-).
Climate control module (CCM) (3/112):
Brake control module (BCM) (4/16):  air conditioning (A/C) compressor status
 atmospheric pressure
 brake pedal position  engine coolant temperature (ECT)
 the vehicle speed  engine speed
 active control function  engine status (on/off).
 front wheel spin to detect "rough roads"
 torque limiting request.
Climate control module (CCM) (3/112):  selected gear position

 load
 air conditioning (A/C) compressor request  cruise control status (on/off)

 request for increased fan speed  engine coolant temperature (ECT)
 request for lowest permitted idle speed  engine speed
 evaporator temperature.  the position of the accelerator pedal (AP)
 brake pedal status (pressed/released)
 speed set in the cruise control
 engine status (on/off)
 torque limiting request  "kickdown" request.
 transmission oil temperature
 selected gear position
Driver information module (DIM) (5/1):
 "Lock-up" status (engaged/disengaged)
 request for lowest permitted idle speed  engine coolant temperature (ECT)
 gear ratio  warning texts related to the engine control
 torque losses in the transmission. module (ECM)
 engine speed
 cruise control status (on/off)
Steering wheel module (SWM) (3/254):
 calculated fuel consumption
 request for cruise control  engine status (on/off)
 steering angle.  oil pressure status
 oil level
 time for service.
Combustion preheater module (CPM) (4/7):
 engine coolant heater status (on/off). Electrical power steering module (EPS) (4/99):
 engine speed
 engine status (on/off).
 torque after transmission

 engine speed

 atmospheric pressure.
Fig. 236: Identifying Engine Control Module & Components (1 Of 2)

Fig. 237: Identifying Engine Control Module & Components (2 Of 2)

ENGINE CONTROL MODULE (ECM) (B5254T3; 2006-2007)

DESIGN
IGNITION SWITCH
Fig. 238: Identifying Ignition Switch

The ignition switch powers certain functions in the engine control module (ECM) via fuses in the front
integrated relay/fusebox and central electronic module (CEM). The ignition switch also supplies the engine
control module (ECM) with signals such as:
 wake up" signal

 start signal.
wake up" signal
The ignition switch transmits a high signal to the engine control module (ECM) via the central electronic
module (CEM) indicating that the ignition switch is in position I or II. The system prepares for start-up (for
example by temporarily activating the fuel pump (FP) relay).
Start signal
The ignition switch transmits a high signal to the engine control module (ECM) when the ignition switch is in
position III.
The engine control module (ECM) activates the starter motor relay. The relay in turn activates the starter motor.
The fuse in the front integrated relay/fusebox supplies current to the ignition switch.
The central electronic module (CEM) has diagnostics for the ignition switch.

The engine control module (ECM) uses a directly connected signal from the transmission control module
(TCM) in the start function (activating the starter motor).
IMMOBILIZER
See Immobilizer.
ALTERNATOR CONTROL MODULE (ACM)
See Alternator.
AIR CONDITIONING (A/C) PRESSURE SWITCH

The air conditioning (A/C) pressure sensor detects the pressure in the low pressure side of the air conditioning
The air conditioning (A/C) pressure sensor has a pressure sensing switch which is supplied powered by the fuse
and grounded (signal) in the engine control module (ECM). The air conditioning (A/C) pressure sensor is
affected by the pressure in the low-pressure pipe of the air conditioning (A/C) system (thick pipe).
The engine control module (ECM) cannot diagnose the air conditioning (A/C) pressure sensor.
OIL PRESSURE SENSOR (CERTAIN MARKETS ONLY)
Fig. 241: Identifying Oil Pressure Sensor

The function of the oil pressure switch is to warn the driver about low oil pressure via the driver information
module (DIM).
The oil pressure switch has a pressure sensing switch which is powered (signal) by the engine control module
(ECM) and grounded in the cylinder block. The oil pressure sensor is affected by the oil pressure of the engine.
When the oil pressure exceeds a certain value, the switch in the oil pressure sensor will open. A high signal is
then sent to the engine control module (ECM).
If the oil pressure is below a certain value, the switch in the oil pressure sensor will close and a high signal will
be sent to the engine control module (ECM). The engine control module (ECM) then transmits a CAN signal to
the driver information module (DIM) to light the indicator lamp for low oil pressure.
The oil pressure sensor is on the cylinder block.

The engine control module (ECM) cannot diagnose the oil pressure sensor.
FUEL PUMP CONTROL MODULE
Fig. 242: Fuel Pump Control Module

The fuel pump control module powers the fuel pump and regulates the output of the pump. The fuel pressure
changes with the output of the pump.
The fuel pump control module is supplied with battery voltage by the fuel pump (FP) relay and is grounded in
the car body. The fuel pump (FP) relay is controlled by the central electronic module (CEM) when requested by
the engine control module (ECM).
The engine cannot be started if the power supply to the fuel pump control module is faulty because the fuel
pump will not then be powered.
The fuel pump control module is controlled by the engine control module (ECM) via serial communication. The
fuel pump control module then controls the fuel pump by transmitting pulse width modulated (PWM) voltage
on the ground lead for the fuel pump. This means that the voltage drop across the pump changes, and with it the
output of the fuel pump. See also: FUEL PRESSURE REGULATION
There are no diagnostics for the fuel pump control module. The engine control module (ECM) has diagnostics
for fuel pressure regulation and the associated components. See also: FUEL PRESSURE REGULATION,
DIAGNOSTICS
The pulse-width modulated (PWM) signal from the engine control module (ECM) to the fuel pump control
module can be read using VIDA (Volvo scan tool).
The fuel pump control module is on the outside on the right-hand side of the fuel tank.
FUEL PUMP
Fig. 243: Fuel Pump

The function of the fuel pump is to ensure that the pressure is correct at the delivery lines for the injectors when
requested by the fuel pump control module.
The fuel pump consists of:
1. An electrical pump with an integrated safety valve

2. A pressure equalization valve. This valve equalizes rapid pressure peaks which occur, for example, when
the injectors close during engine braking. It also contains a non-return valve which ensures that the
pressure in the system does not drop when the engine is switched off
3. Fuel level sensor
4. Fuel filter, cannot be replaced separately
5. Relief valve, releases fuel into the pump housing
6. Ejector pump, continuously fills the pump housing with fuel. The fuel always flows from the fuel pump
through the ejector and back to the pump housing.
The fuel pump is supplied with battery voltage by the fuel pump control module and is grounded in the car body
via the fuel pump control module.
The engine control module (ECM) has diagnostics for the fuel pump function to ensure that the pressure is
correct. See also: FUEL PRESSURE REGULATION, DIAGNOSTICS
The fuel pump can be activated and its status read off using VIDA (Volvo scan tool).
The pressure in the fuel rail can be measured by connecting a manometer to a nipple. This nipple is on the right-
hand end of the fuel rail.
BRAKE LIGHT SWITCH


The task of the brake light switch is to provide the engine control module (ECM) with information about the
position of the brake pedal.
A signal is transmitted to the engine control module (ECM) when the brake pedal is pressed. The engine control
module (ECM) disengages the cruise control (if activated). The brake pedal sensor also disengages cruise
control.
The brake light switch is supplied with power from the ignition switch (terminal 30). When the brake pedal is
depressed the switch closes and a high signal (12 V) is transmitted to the engine control module (ECM).
The engine control module (ECM) can diagnose the brake light switch. The status of the switch can be read
The brake light switch is on the pedal box by the brake pedal.
A/C PRESSURE SENSOR

Fig. 245: Air Conditioning Compressor

The air conditioning (A/C) pressure sensor detects the pressure in the high-pressure side of the air conditioning
The sensor is linear. It is grounded in the control module and supplied with a 5 Volt current from the control
module. A linear signal (between 0-5 V depending on the pressure in the air conditioning (A/C)) is transmitted
to the control module. Low pressure produces low voltage, high pressure produces high voltage. The air
conditioning (A/C) pressure sensor is affected by the pressure in the high-pressure pipe of the air conditioning
(A/C) system (narrow pipe).
The engine control module (ECM) can diagnose the air conditioning (A/C) pressure sensor. The sensor value
HEATED OXYGEN SENSORS (HO2S)
There are two heated oxygen sensors (HO2S), front and rear.
Front heated oxygen sensor (HO2S)
Fig. 246: Front Heated Oxygen Sensor

The front heated oxygen sensor (HO2S) is used to provide the engine control module (ECM) with information
about the remaining oxygen content of the exhaust gases in front of the three-way catalytic converter (TWC).
This is so that the Engine Control Module (ECM) can continually check the combustion so that lambda=1.
lambda=1 is the ideal fuel-air ratio, with 14.7 kg air per 1 kg fuel.
The heated oxygen sensor uses current control and its signal characteristic is linear. With a linear signal
characteristic, the amplitude of the signal curve is low when changing the oxygen content in the exhaust gases.
The probe consists of a preheating element (see "Pre-heating heated oxygen sensors (HO2S) " below) and the
actual lambda sensor. The lambda sensor is an oxygen-sensitive ceramic body consisting of zirconium oxide.
The control module supplies power to the ceramic body, which reacts to the oxygen content of the exhaust
gases. This in turn affects the signal to the engine control module (ECM). In order to determine the oxygen
content in the exhaust pipe, the heated oxygen sensor needs reference air from the surrounding air. This
reference air reaches the heated oxygen sensor via the air lines.
The engine control module (ECM) can diagnose the heated oxygen sensor (HO2S). For more information, see:
VIDA (Volvo scan tool) can be used to read off the calculated lambda value from the heated oxygen sensor.
Rear heated oxygen sensor (HO2S)
Fig. 247: Identifying Rear Heated Oxygen Sensor

The rear heated oxygen sensor (HO2S) is used to provide the Engine Control Module (ECM) with information
about the remaining oxygen content of the exhaust gases behind the three-way catalytic converter (TWC). This
information is used by the Engine Control Module (ECM) to check the function of the three-way catalytic
converter (TWC). This check is carried out when the conditions for the catalytic converter diagnostics have
been met. The rear heated oxygen sensor (HO2S) has no direct effect on regulation of the fuel/air mixture.
However the Engine Control Module (ECM) uses the signal to optimize the signal from the front heated oxygen
sensor (HO2S). For more information, see: THREE-WAY CATALYTIC CONVERTER (TWC)
The heated oxygen sensor (HO2S) uses voltage control. The signal characteristic is binary. With a binary signal
characteristic, the amplitude of the signal curve changes considerably when changing the oxygen content in the
exhaust gases. Otherwise its components and function are the same as the front heated oxygen sensor (HO2S).
The engine control module (ECM) can diagnose the rear heated oxygen sensor. The signal can be read using
Preheating of the heated oxygen sensors (HO2S)
The heated oxygen sensor (HO2S) only functions above a certain temperature, approximately 300 °C. The
normal operating temperature is between 300-900 °C. The heated oxygen sensors (HO2S) are electrically pre-
heated so that operating temperature is rapidly reached. This also ensures that the heated oxygen sensors
(HO2S) maintain a normal operating temperature and to prevent condensation which could damage the heated
oxygen sensor (HO2S).
The heater element in the probe consists of a positive temperature coefficient (PTC) resistor. The system relay
supplies the heater element with voltage. The element is grounded in the engine control module (ECM). When
the control module grounds the connection a current flows through the PTC resistor. When the heated oxygen
sensor (HO2S) is cold, the resistance in the PTC resistor is low and a large current will flow through the circuit.
The current from the Engine Control Module (ECM) is pulsed at first to prevent condensation damage to the
heated oxygen sensor (HO2S). Depending on the temperature, allowances are made for factors such as the dew
point. As the temperature in the PTC resistor rises, the resistance rises, the current falls and switches in stages to
a constant current. The pre-heating time for the front heated oxygen sensor (HO2S) is short, approximately 20
seconds.
Probe preheating begins as soon as the engine is started. The heater element heats the heated oxygen sensors
(HO2S) to approximately 350 °C. The probes maintain this as a minimum temperature.
The engine control module (ECM) can diagnose the heater element.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR

Fig. 248: Identifying Engine Coolant Temperature (ECT) Sensor

The engine coolant temperature (ECT) sensor checks the temperature of the engine coolant. The temperature of
the engine coolant is required so that the engine control module (ECM) can regulate:

 the idle speed
 the engine cooling fan (FC)
 the ignition advance
 engagement and disengagement of the A/C compressor
 diagnostic functions.
The resistance in the sensor changes depending on the temperature of the coolant. Depending on the resistance
in the sensor, a voltage (signal) is transmitted to the Engine Control Module (ECM). At 0 °C, the voltage is
approximately 4.0 V. At 100 °C the voltage is approximately 0.5 V. Low temperature results in high voltage
(high resistance), high temperature in low voltage (low resistance).
The engine coolant temperature (ECT) sensor is located beside the thermostat.
The engine control module (ECM) can diagnose the engine coolant temperature sensor. The sensor value can be
read off using VIDA (Volvo scan tool).
ENGINE COOLING FAN (FC) / ENGINE COOLING FAN (FC) CONTROL MODULE
Fig. 249: Engine Cooling Fan And Control Module

NOTE: The engine cooling fan may have a post-run of up to approx. 6 minutes after the
engine has been turned off. The time for the fan's post-run depends on engine
temperature, temperature in the engine compartment and pressure level in the
AC-system.
The engine cooling fan (FC) has two functions. One is to cool the engine compartment, the other is to cool the
condenser when the air conditioning (A/C) compressor is working.
The engine control module (ECM) transmits a pulse width modulated (PWM) signal to the engine cooling fan
(FC) control module. The control module then activates the fan at different speeds. The speed of the engine
cooling fan (FC) is determined by the engine control module (ECM), depending on the coolant temperature
(based on the signal from the engine coolant temperature (ECT) sensor) and the vehicle speed.
The temperature conditions for engagement of the different engine cooling fan (FC) stages may vary slightly,
depending on the engine variant and the equipment level. The temperature conditions apply when:
 the A/C is off

 no faults are detected by the Engine Control Module (ECM).
The engine cooling fan (FC) and its control module are behind the radiator.
The engine control module (ECM) can diagnose the engine cooling fan. The fan can be activated using VIDA
(Volvo scan tool).
MASS AIR FLOW SENSOR
Fig. 250: Identifying Mass Air Flow Sensor

The mass air flow (MAF) sensor gauges the air mass sucked into the engine. It continuously transmits signals to
the engine control module (ECM) about the mass of the intake air. This data is used by the engine control
module (ECM) to calculate:

 the fuel pressure
 the ignition timing
 turbocharger (TC) boost pressure (turbocharged engines only)
 the engine load.
The transmission control module (TCM) also uses this data for its gear shift calculations. This data is
transmitted to the transmission control module (TCM) from the engine control module (ECM) via the high
speed side of the Controller area network (CAN).
The mass air flow (MAF) sensor consists of a plastic housing with connectors, test electronics and an aluminum
heat sink. The test electronics in the mass air flow (MAF) sensor consist of a hot film comprised of four
The mass air flow (MAF) sensor is supplied with battery voltage by the system relay and is grounded in the
engine control module (ECM). The signal from the sensor is analog and varies between approximately 1-5 V
depending on the air mass. Low air flow (low mass) results in low voltage, high air flow (high mass) gives high
voltage. No air flow gives a reading of approximately 1 V.
The mass air flow (MAF) sensor is positioned between the air cleaner (ACL) housing and the intake manifold.
The shape of the mass air flow (MAF) sensor is slightly different on naturally aspirated engines and also
contains an air temperature sensor.
The engine control module (ECM) can diagnose the mass air flow (MAF) sensor. The signal can be read using
BOOST PRESSURE SENSOR
Fig. 251: Identifying Boost Pressure Sensor

Overview
The boost pressure sensor is a combined sensor and contains two sensors in the same component:
 manifold absolute pressure (MAP) sensor

 temperature sensor.
The boost pressure sensor is on the right-hand upper section of the charge air cooler (CAC).
Manifold absolute pressure (MAP) sensor
The manifold absolute pressure (MAP) sensor detects the pressure in the intake manifold downstream of the
charge air cooler (CAC). The signal from the sensor is primarily used by the engine control module (ECM) to
check that the correct boost pressure is reached. The boost pressure is governed by the turbocharger (TC)
control valve.
The sensor, which is a piezo resistor, is grounded in the control module and supplied with 5 V from the control
module.
The resistance in the sensor changes depending on the pressure in the intake manifold, giving a signal of 0.5-4.5
V. Low pressure results in low voltage, high pressure on high voltage.
The engine control module (ECM) can diagnose the manifold absolute pressure (MAP) sensor. The sensor
signal can be read using VIDA (Volvo scan tool).
Temperature sensor
The temperature sensor detects the temperature of the intake air after the charge air cooler (CAC). This data is
used by the engine control module (ECM) to calculate the boost pressure control and to calculate the injection
period. The control module also controls certain diagnostic functions using the signal from the temperature
sensor.
The sensor, which is an NTC resistor, is grounded in the control module and supplied with power (signal) from
the control module.
The resistance in the sensor changes according to the temperature of the intake air. This provides the control
module with a signal of between 0.5-5 V. The lower the temperature the higher the voltage (high resistance). A
high temperature results in low voltage (low resistance).
The engine control module (ECM) can diagnose the temperature sensor. The sensor signal can be read using
LEAK DIAGNOSTIC UNIT (CERTAIN MARKETS ONLY)

Fig. 252: Identifying Leak Diagnostic Unit

The function of the leak diagnostic unit is to pressurize the fuel tank system during leak diagnostics.
The leak diagnostic unit consists of a plastic housing with:
1. electrical air pump

2. a valve / solenoid which governs the air flow in the unit
3. a heater element (PTC resistor) which warms up the pump.
The electrical pump, valve and heater element in the unit are supplied with voltage by the system relay. The
pump, valve and heater element are grounded (control) in the engine control module (ECM).
When leak diagnostics are not active, the valve is held open to ambient air for EVAP control to be carried out.
During leak diagnostics the pump in the leak diagnostic unit starts. The valve in the unit is operated by the
engine control module (ECM) by grounding the different circuits internally in the engine control module
(ECM).
The Engine control module (ECM) checks the fuel tanks system for leaks by pressurizing the system and at the
same time monitoring a number of relevant parameters. Also see: LEAK DIAGNOSTICS (CERTAIN
MARKETS ONLY)
The engine control module (ECM) can diagnose the leak diagnostic unit.
The valve in the leak diagnostic unit can be activated.
The leak diagnostic unit is at the upper front edge of the fuel tank.
ENGINE SPEED (RPM) SENSOR
Fig. 253: Engine Speed Sensor

The engine speed (RPM) sensor provides the Engine Control Module (ECM) with information about the speed
and position of the crankshaft. The engine control module (ECM) is able to use the signal from the engine speed
(RPM) sensor to determine when the piston in cylinder 1 is approaching top dead center (TDC). However it is
unable to use the signal from the engine speed (RPM) sensor to determine whether the piston is in the
combustion stroke or whether the exhaust valve is open (exhaust stroke). The signal from the camshaft position
(CMP) sensor is also required to determine the operating cycle of the engine.
The signal from the engine speed (RPM) sensor is also used to check the engine for misfires. For more
information, see: MISFIRE DIAGNOSTIC
There is a steel ring with stamped holes welded to the rim of the primary section (the section fixed to the
crankshaft) of the flywheel.
The holes are positioned with a gap of 6° between each hole. This arrangement creates a hole for each tooth.
There are 360° in one revolution. 6° between each hole means that there are 60 holes. However two holes are
not stamped, to create a reference position (long gap - missing tooth) for the crankshaft. The first tooth after the
reference position is located 84° before TDC on cylinder 1. See: CAMSHAFT CONTROL (CVVT)
The engine speed (RPM) sensor is at the rear of the engine above the flywheel.
The sensor is inductive with a permanent magnet. An alternating current is induced in the sensor when the
flywheel/carrier plate passes the engine speed (RPM) sensor. The generated voltage and frequency increases
with the engine speed (RPM).
The signal varies between 0.1-100 V depending on the engine speed (RPM).
The Engine Control Module (ECM) is able to determine the engine speed (RPM) by counting the number of
holes per time unit. When the reference position passes the engine speed (RPM) sensor, the voltage and
frequency drop momentarily to zero, even though the engine is still running. This allows the engine control
module (ECM) to determine the position of the crankshaft.
If the signal from the engine speed (RPM) sensor is incorrect or missing, the control module will use the signals
from the camshaft position (CMP) sensor, on the condition that the position of the camshaft has been adapted.
This means that the car can be driven if the signal is missing.
The engine control module (ECM) can diagnose the engine speed (RPM) sensor. The sensor value (engine
speed (RPM)) can be read off using VIDA (Volvo scan tool).
FUEL PRESSURE SENSOR / FUEL TEMPERATURE SENSOR

Fig. 254: Fuel Pressure Sensor And Fuel Temperature Sensor

The fuel pressure sensor is combined and consisted of both the fuel pressure sensor and the fuel temperature
sensor. The sensor detects the fuel pressure (the absolute pressure) and the temperature of the fuel in the fuel
rail.
The fuel pressure sensor is on the right-hand end of the fuel rail.
Fuel pressure sensor
The pressure sensor is a piezo resistive type resistor, the resistance of which changes with the pressure.
Depending on the pressure in the fuel rail, an analog signal of 0-5 V is transmitted. Low pressure results in low
voltage, high pressure in high voltage.
The engine control module (ECM) then uses this signal to adjust the pressure in the fuel rail using the fuel pump
control module. See also: FUEL PRESSURE REGULATION
The pressure sensor is supplied with 5 V and grounded in the engine control module (ECM). The pressure
sensor transmits a signal indicating the fuel pressure to the engine control module (ECM) on a separate cable.
The engine control module (ECM) can diagnose the fuel pressure sensor. Its signals (pressure and temperature)
NOTE: The absolute pressure is displayed when using VIDA (Volvo scan tool)
parameter readout to read off the fuel pressure. If there is no pressure at the
fuel rail, the atmospheric pressure will be displayed.
HINT: The relative pressure (absolute pressure minus atmospheric pressure) is displayed when reading
off the fuel pressure via a manometer connected to the fuel rail.
Fuel temperature sensor
The temperature sensor is an NTC sensor. The sensor is supplied with voltage (signal) from and grounded in the
engine control module (ECM).
The resistance in the sensor changes according to the temperature of the fuel. This provides the engine control
module (ECM) with a signal of between 0-5 V. Low temperature results in high voltage (high resistance). High
temperature results in low voltage (low resistance).
The engine control module (ECM) uses the signal to calculate fuel density.

Fig. 255: Camshaft Position Sensor

The function of the camshaft position (CMP) sensor is to detect the flanks of the camshaft rotor. The signal
from the sensor is used by the engine control module (ECM) to determine the angle of the camshaft.
Each camshaft has four segments per camshaft revolution. A pulse wheel on the camshaft consisting of four
teeth (the teeth are positioned by each flank) is used by the camshaft position sensor (CMP) to detect the
segments.
The teeth on the camshaft gear wheel are not equally wide. This allows the control module to determine which
flank is detected and therefore which operating cycle the camshaft is in.
When the operating cycle of the camshaft is established, the control module is able to determine which cylinder
should be ignited. In the event of misfire or knock in the engine, the control module is also able to determine
which cylinder is misfiring or knocking. See also: KNOCK SENSOR (KS) and ENGINE SPEED (RPM)
SENSOR
Data about the position of the camshaft is used during camshaft control (CVVT). See also: CAMSHAFT
CONTROL (CVVT)
The sensor, which is a magnetic resistor with a permanent magnet, is grounded in the control module and
supplied with 5 V from the control module. When one of the teeth on the camshaft pulse wheel passes the
camshaft position (CMP) sensor, a signal is transmitted to the control module from the camshaft position
(CMP) sensor. The signal varies between 0-5 V and is high when a tooth is in contact with the camshaft
position (CMP) sensor and low when the tooth leaves the camshaft position (CMP) sensor.
The camshaft position (CMP) sensor is positioned at the rear of the engine by the controllable camshaft
(CVVT).
The engine control module (ECM) can diagnose the camshaft position (CMP) sensor.
KNOCK SENSOR (KS)
Fig. 256: Identifying Knock Sensor (KS)

The function of the knock sensor (KS) is to monitor combustion knocking from the engine. Knocking may
damage the engine and reduces the efficiency of engine combustion.
If the engine control module (ECM) registers knocking from any of the cylinders, the ignition will be retarded
for that cylinder at the next combustion stage. If repeated ignition retardation does not prevent knocking, the
injection period will be increased. This has a cooling effect. On turbocharged engines the boost pressure will
also be lowered, reducing the engine load.
The sensor is made up of a piezo electrical crystal. If there is engine knock, vibrations (sound waves) spread
through the cylinder block to the knock sensor (KS). The resultant mechanical stress in the piezo electrical
material in the knock sensors generates a voltage. This signal is transmitted to the Engine Control Module
(ECM). The signal corresponds to the frequency and amplitude of the sound waves. This allows the Engine
Control Module (ECM) to determine if the engine is knocking. The camshaft position (CMP) sensor and engine
speed (RPM) sensor are used to determine the operating cycle of the engine (which cylinder is igniting) and
therefore which cylinder is knocking.
The knock sensors (KS) are positioned on the cylinder block below the intake manifold.
Ignition retardation due to knocking can be read using VIDA (Volvo scan tool).
The engine control module (ECM) can diagnose the knock sensors (KS).
ELECTRONIC THROTTLE UNIT
Fig. 257: Identifying Electronic Throttle Unit

amount of air for engine combustion. This is done using an electronic shutter.
The electronic throttle unit consists of a round throttle disc on a shaft. This is turned using a DC motor (damper
motor), gear wheel and two springs, an opening spring and a return spring. The damper motor is controlled by
the control module and is supplied with powered by a built in power stage in the control module. At one of the
limit positions the throttle disc is closed so that no air can pass the throttle unit. At the other limit position the
throttle disc is parallel to the air flow so that the air is able to freely pass through the throttle unit. The throttle
disc shaft is mechanically connected to two built-in potentiometers (position sensors) which are supplied with
power by the control module. The signals from the potentiometers provide the control module with data about
the position of the throttle disc. The throttle unit also has a connector with six gold plated terminal pins.
NOTE: A damaged pin surface can interfere with the function.
1. Current channels, potentiometers

2. Contact strips, potentiometers
3. Spring
4. Spring
5. Throttle disc
6. Damper motor
7. Gear wheel
8. Gear sector
9. Connector
The throttle unit is located on the engine intake manifold.
In the event of a fault, the throttle unit must be replaced as a single unit.
The engine control module (ECM) can diagnose the electronic throttle unit.
THROTTLE POSITION (TP) SENSOR
See ELECTRONIC THROTTLE UNIT
ACCELERATOR PEDAL (AP) POSITION SENSOR

Fig. 258: Identifying Accelerator Pedal (AP) Position Sensor

The function of the accelerator pedal (AP) position sensor is to provide the engine control module (ECM) and
central electronic module (CEM) with information about the position of the accelerator pedal. This data is used
by the engine control module (ECM) to deploy the shutter in the throttle unit to the correct angle.
The sensor consists of a plastic housing with two potentiometers, an AC/DC converter and circuits. The
potentiometers are connected to a shaft which is affected by the position of the accelerator pedal (AP). The
resistance in the potentiometers changes with the position of the accelerator pedal (AP).
The accelerator pedal (AP) position sensor transmits an analog and a digital signal (pulse width modulated
(PWM) signal). The signals give information about the position of the accelerator pedal (AP). The digital signal
is generated by the AC/DC converter in the sensor and is transmitted to the engine control module (ECM). The
analog signal is transmitted central electronic module (CEM) and on to the engine control module (ECM) via
the controller area network (CAN). The analog and digital signals are used at the same time by the engine
control module (ECM) to regulate the throttle shutter angle.
The sensor is supplied with 12 V by the system relay via a fuse and is grounded in the car body.
The digital signal is also used in conjunction with the analog signal for accelerator pedal (AP) position sensor
diagnostic trouble code (DTC) is stored if the engine control module (ECM) detects a difference between the
analog and digital signals. The engine control module (ECM) then uses a minimal value to ensure the function
(limp home).
The accelerator pedal (AP) position sensor is located on the accelerator pedal bracket.
CLUTCH PEDAL SWITCH
Fig. 259: Identifying Clutch Pedal Switch

Engine control module (ECM) receives information about the clutch pedal's position in two ways.
Partly from a clutch pedal position sensor which is directly connected to Central electronic module (CEM), and
partly from a clutch pedal switch directly connected to the Engine control module (ECM).
The function of the clutch pedal switch is to provide extra safety for the function autostart. In order for the
function to be activated, the Engine control module (ECM) must receive signal that indicates pressed down
pedal from the clutch pedal switch.
To start without the function autostart it is enough that any of the signals (from clutch pedal position sensor or
clutch pedal switch) indicates pressed down pedal.
In its starting position, the clutch pedal switch is open (clutch pedal released). The switch's installation shall be
adjusted so that is closed when the clutch pedal passes 75% of full pedal movement.
The clutch pedal switch is on the pedal box by the clutch pedal.
The engine control module (ECM) can diagnose the clutch pedal switch. The status (position) of the switch can
be read using the diagnostic tool.
MAIN RELAY (SYSTEM RELAY)

The function of the main relay (system relay) is to supply certain components with voltage.
The relay is mechanical and has a closing and opening function. In the rest position the circuit in the relay is
open.
The main relay terminals (#30 and #86) are supplied with voltage by the battery. When the ignition key has
been turned and the engine control module (ECM) is powered, the terminal (#85) on the main relay is grounded
by the engine control module (ECM).
When the terminal (#85) is grounded, the relay is activated and a number of components are powered via the
relay terminal (#87).
The main relay is in the integrated relay/fusebox in the engine compartment and is diagnosed by the engine
AIR CONDITIONING (A/C) RELAY
Fig. 261: Air Conditioning Relay

The air conditioning (A/C) relay supplies the A/C compressor with voltage. The relay is controlled by the
engine control module (ECM) based on information from different signals:
 the climate control module (CCM) (via the control area network (CAN))
 the engine coolant temperature
 the pressure in the system.
The engine control module (ECM) can temporarily disengage the A/C compressor during wide open throttle
(WOT) acceleration.
The relay is mechanical. It has a closing / breaking function and is supplied with power from the system relay.
In the rest position the circuit in the relay is open.
The system relay supplies the coil and the relay with power. The relay activates when the coil is grounded in the
engine control module (ECM), the circuit closes and the A/C compressor is supplied with power via the relay
voltage output.
The relay coil is grounded (signal) when the engine control module (ECM) receives a signal via the Controller
area network (CAN) from the climate control module (CCM) to activate the relay and start the compressor.
STARTER MOTOR RELAY

The function of the starter motor relay is to supply power to the starter motor.
The starter motor relay is in the relay/fusebox in the engine compartment.

INJECTORS
Fig. 263: Identifying Injector

The function of the injectors is to spray fuel into the cylinders in the correct spray patterns. This happens
sequentially.
The injectors are in the intake manifold.
It is essential that the injectors are correctly installed with no air leakage around them. Fuel leakage from the top
of an injector when it is not activated may lead to starting and driving problems.
The engine control module (ECM) controls the injectors by grounding the valves in pulses.
The engine control module (ECM) can diagnose the injectors. The injectors can be activated using VIDA
(Volvo scan tool).
EVAPORATIVE EMISSION SYSTEM (EVAP) VALVE

Fig. 264: Evaporative Emission System Valve

The evaporative emission system (EVAP) valve is used to open and close the connection between the EVAP
canister and the intake manifold. The valve controls the flow of hydro-carbons (fuel vapor) from the EVAP
canister to the engine intake manifold using the vacuum in the intake manifold. This ensures that hydro-carbons
stored in the EVAP canister are used in the engine combustion process.
opened, it is grounded internally in the engine control module (ECM). The evaporative emission system
(EVAP) valve is closed when in the standby position (open-circuit).
When the control module requests that the EVAP canister should be drained (the hydrocarbons stored in the
canister should be released into the engine), the control module deploys the evaporative emission system
(EVAP) valve by grounding it. A pulse width modulation (PWM) signal is used to ground the valve and to
control the degree to which the valve will open. In this way, the drainage of the EVAP canister is matched to
the volumetric efficiency of the EVAP canister, the engine speed (RPM) and the engine load.
The engine control module (ECM) can diagnose the evaporative emission system (EVAP) valve. The valve can
be activated using VIDA (Volvo scan tool).
Fig. 265: Identifying Camshaft Reset Valve (Continuous Variable Valve Timing (CVVT))
The camshaft reset valve controls the oil flow to the CVVT unit (camshaft pulley).
The valve consists of an electro-magnetic valve with a spring-loaded piston. There are slits in the piston which
channel the engine lubricating oil to the CVVT unit by moving the piston in the reset valve. The continuous
variable valve timing (CVVT) unit turns the camshaft (the camshaft timing changes). The direction in which the
camshaft turns depends on the chamber in the CVVT unit which is supplied with oil (pressure). See also:
The system relay supplies the reset valve with voltage. The valve is grounded (control stage) in the engine
control module (ECM). When the valve is grounded using a pulse width modulation (PWM) signal, the oil flow
in the valve can be regulated to the different chambers in the continuous variable valve timing (CVVT) unit at
variable rates. This allow the angle of the camshaft to be changed precisely and smoothly.
The engine control module (ECM) can diagnose the camshaft reset valve.
The valve is on the cylinder head above the camshaft with camshaft control.
TURBOCHARGER (TC) CONTROL VALVE

Fig. 266: Identifying Turbocharger (TC) Control Valve

The turbocharger (TC) control valve is used to open and close the connection between the intake manifold and
the pressure servo for the turbocharger (TC). The valve controls the pressure servo which affects the boost
pressure control (BPC) valve and therefore the boost pressure. See also: TURBOCHARGER (TC)
CONTROL SYSTEM
opened, it is grounded internally in the engine control module (ECM). The valve can be controlled steplessly by
grounding the valve using a pulse width modulation (PWM) signal.
The valve is closed when in the standby position (open-circuit).
The turbocharger control valve can be diagnosed and can be activated using VIDA (Volvo scan tool).
The turbocharger (TC) control valve is on a bracket by the turbocharger.
IGNITION COILS

The ignition coils supply the spark plugs with high voltage to produce sparks. The engine control module
(ECM) controls the ignition coils so that sparks are generated at the correct time.
Each ignition coil has its own integrated power stage.
The ignition coils are in the sparkplug wells above each spark plug.
The engine control module (ECM) can diagnose the ignition coils.
EMISSIONS WARNING LAMP

Fig. 268: Emissions Warning Lamp

The emissions warning lamp in the Driver Information Module (DIM) has a warning symbol. This warning
symbol varies depending on the market. The warning symbols are:
 Engine symbol"

The warning lamp lights when the ignition key is turned to position II. The warning lamp will go out after
approximately 15 seconds or if the engine is started when no fault is found in the engine management system.
If is not complete (certain diagnostic functions not completed), the warning lamp will flash instead of going out
when the ignition key is in position II.
The warning lamp will light if there is a fault in one of the parameters in the engine management system. The
warning lamp will also light in response to a request transmitted via the control area network (CAN) if there is a
fault in the transmission control module (TCM) which affects emissions.

 Original version for model year 2004, see: LEAK DIAGNOSTICS, ORIGINAL VERSION (2004)
 Original version for model year 2005-, see: LEAK DIAGNOSTICS, ORIGINAL VERSION (2005-)
 Improved version for all model years, see: LEAK DIAGNOSTICS, IMPROVED VERSION (2004-)
OVERVIEW
See OVERVIEW.
MISFIRE DIAGNOSTIC
See MISFIRE DIAGNOSTIC.
See CAMSHAFT DIAGNOSTICS (CVVT).
 see LEAK DIAGNOSTICS, ORIGINAL VERSION (2004)

 see LEAK DIAGNOSTICS, ORIGINAL VERSION (2005-)
 see LEAK DIAGNOSTICS, IMPROVED VERSION (2004-)
HEATED OXYGEN SENSOR (HO2S) DIAGNOSTICS
See HEATED OXYGEN SENSOR (HO2S) DIAGNOSTIC.

See THREE-WAY CATALYTIC CONVERTER (TWC) DIAGNOSTICS.
See FUEL PRESSURE REGULATION, DIAGNOSTICS.
LEAK DIAGNOSTICS, ORIGINAL VERSION (2005-)

consists of:
 fuel tank

leakage greater than 0.5 mm but less than 1.0 mm. Major leak; leakage greater than 1.0 mm.
 the evaporative emission system (EVAP) valve
 the engine coolant temperature (ECT) sensor
 speed signal.
 Ignition off
 Vehicle speed 0 km/h
 Engine coolant temperature (ECT) +4 °C or higher
 Maximum altitude of 2500 meters above sea level.
 Outside temperature between +4 and +35 °C
 Fuel volume in the tank less than 85 %. The engine control module (ECM) ignores these parameters if a
determined
 Battery voltage between 11.0-14.5 V. The voltage must be stable.
Fuel tank filler cap check

The exception from the above conditions is when the car has been refuelled. The engine control module (ECM)
starts a check of the fuel tank filler cap after refuelling. This check is a simplified version of the leak diagnostic
unit for major leaks. The fuel tank filler cap control is run while the vehicle is being driven. This allows the
control module to check that the cap has been reinstalled. A diagnostic trouble code (DTC) is stored in the
engine control module (ECM) and a text message is displayed in the driver information module (DIM) if the
cap is missing.
Diagnostic phases
 reference phase
 function test
 leak diagnostic.
Fig. 270: Fault Free Fuel Tank System Diagram


phase (1-2) for leakage that is 0.5 mm, the pump in the leak diagnostic unit pumps ambient air through a 0.5
mm hole and back out to the ambient air. At the same time, the power consumption (A) of the pump is
measured and stored in the control module. The stored value (A) for the power consumption of the pump
Function test (1-3)
If the value for the power consumption of the pump is too high or low during the reference phase (1-2), or if the
value varies too much during the reference phase (1-2), the diagnostic is cancelled and starts again the next time
the conditions for the diagnostic are met. A diagnostic trouble code (DTC) is stored if the diagnostic is
cancelled several time in a row because the power consumption of the pump is varying excessively.
After the reference phase, the valve (2) in the leak diagnostic unit is activated and controls the air flow to the
fuel tank to pressurize the fuel tank system. This change of air flow will cause the power consumption of the
pump to fall briefly before the pressure builds up in the fuel tank system (3). A diagnostic trouble code is stored
if the value for the power consumption of the pump drops too quickly, slowly or not at all.
Fig. 271: Fault Free Fuel Tank System Diagram (Major Leak)
The diagnostic for "major leaks" is carried out each time when the conditions for the diagnostic are met. The
leak diagnostic unit pressurizes the fuel tank system, measures the power consumption of the pump (4) and
compares this with a calculated desired value (B). A diagnostic trouble code (DTC) for a major leak is stored if
the measured value does not reach the calculated desired value within a certain time (the time is determined by
atmospheric pressure and the fuel level in the tank).
The diagnostic for minor leaks is run every other time that the conditions for the diagnostic are met. The
diagnostic for major leaks is always run before the diagnostic for minor leaks. The leak diagnostic unit
continues to pressurize the fuel tank system (5-6). After a certain amount of time (the time varies depending on
the fuel level in the tank), the engine control module (ECM) checks that the fuel tank system for leaks. This is
determined based on:
 time
 the measured reference current consumption of the pump (A)
 the measured power consumption of the pump when the assessment is made
 the shape and character of the current curve during pressurization.
A diagnostic trouble code (DTC) is stored if a minor leak is detected.
LEAK DIAGNOSTICS, ORIGINAL VERSION (2004)


consists of:
 fuel tank
leakage greater than 0.5 mm but less than 1.0 mm. Major leak (fuel tank filler cap missing for example) leakage
greater than 1.0 mm.
 the evaporative emission system (EVAP) valve
 the engine coolant temperature (ECT) sensor
 speed signal.
 Engine off for at least 5 hours (context), engine running for at least 20 minutes (context).
 Ignition off.
 Engine coolant temperature (ECT) +4 °C or higher.
 Maximum altitude of 2500 meters above sea level.
 Outside temperature between +4 and +30 °C.
 Stable signal from the fuel level sensor
 Fuel volume in the tank between 15-85 %
 Battery voltage between 11.0-14.5 V. The voltage must be stable
Fuel tank filler cap check
The exception from the above conditions is when the car has been refuelled. The engine control module (ECM)
starts a check of the fuel tank filler cap after refuelling. This check is a simplified version of the leak diagnostic
unit for major leaks. The fuel tank filler cap control is run while the vehicle is being driven. This allows the
control module to check that the cap has been reinstalled. A diagnostic trouble code (DTC) is stored in the
engine control module (ECM) and a text message is displayed in the driver information module (DIM) if the
cap is missing.
Diagnostic phases
 reference phase 1
 function test
 leak diagnostic
 reference phase 2.
Fig. 273: Fault Free Fuel Tank System Diagram

Before the leak diagnostic begins, the control module runs reference phase 1 for leakage. During reference
phase 1 (1-2) for leakage that is 0.5 mm, the pump in the leak diagnostic unit pumps ambient air through a 0.5
mm hole and back out to the ambient air. At the same time, the power consumption (A) of the pump is
measured and stored in the control module. The stored value (A) for the power consumption of the pump
Function test (1-3)
If the value for the power consumption of the pump is too high or low during reference phase 1 (1-2), or if the
value for pump power consumption varies too much during reference phase 1 (1-2), the diagnostic is cancelled
and starts again the next time the conditions for the diagnostic are met. A diagnostic trouble code (DTC) is
stored if the diagnostic is cancelled several time in a row because the power consumption of the pump is
varying excessively.
After reference phase 1, the valve (2) in the leak diagnostic unit is activated and controls the air flow to the fuel
tank to pressurize the fuel tank system. This change of air flow will cause the power consumption of the pump
to fall briefly before the pressure builds up in the fuel tank system (3). A diagnostic trouble code is stored if the
value for the power consumption of the pump drops too quickly, slowly or not at all.
Fig. 274: Fault Free Fuel Tank System Diagram (Major Leak)
The diagnostic for "major leaks" is carried out every other time when the conditions for the diagnostic are met.
The leak diagnostic unit pressurizes the fuel tank system, measures the power consumption of the pump (4) and
compares this with a calculated desired value (B). If the measured value reaches the calculated desired value
within a certain time frame (determined by the fuel level in the tank), the engine control module (ECM) will
continue to pressurize the fuel tank system so that the diagnostic for minor leaks (5-6) can be run.
However if the measured value does not reach the calculated desired value within a certain time (major
leakage), the function of the leak diagnostic unit is checked again by running reference phase 2 (see "reference
phase 2 " below). A diagnostic trouble code (DTC) for major leakage is stored, depending on the power
consumption of the pump during reference phase 2.
The diagnostic for minor leaks is run every 14th time the conditions for the diagnostic are met. The diagnostic
for major leaks is always run before the diagnostic for minor leaks. The leak diagnostic unit continues to
pressurize the fuel tank system (5). If the measured value (6) is the same or less than the value stored in
reference phase 1 (A) (minor leak) after a certain amount of time (the time is determined by the fuel level in the
tank), reference phase 2 is run (see "reference phase 2 " below).
Fig. 275: Fault Free Fuel Tank System Diagram (Minor Leak)
Reference phase 2
The illustration shows the reference phase after the diagnostic for minor leaks, sealed fuel tank system.
Reference phase 2 is run when the power consumption of the pump is too low during the diagnostic for leakage.
This is to ensure that lower power consumption (during the minor leak (6) diagnostic for example) is not caused
by changes in components. If the measured power consumption during reference phase 2 (7) is lower than that
measured during pressurization (6), the control module interprets this as meaning that the fuel tank system is
sealed. A diagnostic trouble code (DTC) for minor leakage is stored if the measured power consumption from
reference phase 2 (7) is the same or higher than that measured during pressurization (6).
The reference phase for major leaks is carried out in the same way.
OVERVIEW
The engine control module (ECM) diagnoses both internal signals and functions as well as signals and functions
from connected components.
CONDITIONS FOR DIAGNOSIS
For the diagnosis of a component or function to start, certain specific conditions must be met. The conditions
for diagnostics vary depending on the component or function being diagnosed.
The "operating cycle" for the diagnostic must have been run before the diagnostic can be completed. An
operating cycle varies depending on the component or function being diagnosed. Certain diagnostics only
require the ignition to be switched on and off for an operating cycle to be run. Other diagnostic require that
several different conditions are met regarding for example:
 vehicle speed
 a certain event (for example the evaporative emission system (EVAP) valve is operating).
When the engine control module (ECM) has run all the implemented diagnostics, the control module has
completed a "trip". An extensive driving schedule in various conditions is required to complete a trip. The
engine may also need to be shut off for a certain amount of time and then switched on again to complete a trip.
EMISSIONS RELATED DIAGNOSTIC FUNCTIONS
The engine control module (ECM) checks that the emissions related systems are working. These systems are
checked by running a diagnostic function. The diagnostic function checks the components and that the system is
functioning.
DIAGNOSTIC TROUBLE CODE (DTC) MEMORY
When the engine control module (ECM) detects a fault, the diagnostic trouble code (DTC) is stored with a
qualifier and status in the DTC memory in the control module. For certain types of diagnostic trouble codes
(DTCs), the missing signal is replaced with a substitute value so that the system can continue functioning.
If the fault disappears, the diagnostic trouble code (DTC) will remain in the DTC memory for some time, but its
status will change.
LIGHTING THE MALFUNCTION INDICATOR LAMP (MIL)

LEAK DIAGNOSTICS, IMPROVED VERSION (2004-)

consists of:
 fuel tank

fuel tank system when the conditions for leak diagnostics are met.
The control module can detect faults in the function of the leak diagnostic unit and leakage that is 0.5 mm or
greater. Minor leak; leakage greater than 0.5 mm but less than 1.0 mm. Major leak; leakage greater than 1.0
mm.
The leak diagnostic unit consists of a pump and a valve that controls the air flow in the unit. The Engine control
module (ECM) checks for leakage in the fuel tank system by measuring the relationship between reached
pressure and flow from the leak diagnostic pump during pressurization.
If a certain pressure is not reached with a predetermined supplied flow (with known mass), the Engine control
module (ECM) interprets this as a leak from the fuel tank system.
Leak diagnostics starts in normal operation when specific conditions are met (see below). The diagnostics can
also be started on command using VIDA (Volvo scan tool) when some of these conditions are ignored.
The diagnosis begins when all the following conditions are met.
Note: When diagnostics are started on command using VIDA (Volvo scan tool), certain different conditions
apply. See relevant information about these, available with starting Quick test fuel tank system in VIDA.
 No diagnostic trouble codes (DTCs) for EVAP valve or atmospheric pressure sensor may be stored.
 Ignition off
 Engine coolant temperature (ECT) 4-35°C.
 Outside temperature 4-35 °C.
 Fuel volume in the tank between 0-85 %. The engine control module (ECM) ignores these parameters if a
determined.
 Battery voltage between 11-15 V. The voltage must be stable.

 Fuel tank filler cap locked. Tip. Locking occurs when the vehicle speed exceeds approximately 20 km/h.
Diagnostic phases
 reference phase
 function test
 checking the fuel tank system
Reference phase
phases for leakage that is 0.5 mm, the pump in the leak diagnostic unit pumps ambient air through a 0.5 mm
hole and back out to the ambient air. At the same time, the pump in the leak diagnostic unit is monitored and the
reference values stored for later use to determine whether the tank system is leaking or not.
If a reference value for the pump is outside its unexpectedly high or low, or deviates too much, diagnostics is
cancelled and a DTC is stored.
Function test
After the reference phase, the valve in the leak diagnostic unit is activated and controls the air flow to the fuel
tank to pressurize the fuel tank system. This change of air flow will cause the load the pump to fall briefly
before the pressure builds up in the fuel tank system. If the load does not change within permitted parameters
within a permitted time, diagnostics is cancelled and a DTC is stored.
Checking the tank system, major leak (leak greater than 1.0 mm)
Diagnostics are carried out every time conditions for diagnostics are met.
The leak diagnostic unit pressurizes the fuel tank system and checks for leaks by monitoring the pressure the
fuel tank system. The pressure is a calculated pressure, calculated using the measured pump power
consumption. If the pressure stabilizes and/or does not exceed 1500 Pa within 450 seconds, this is interpreted as
a leak from the fuel tank system. Diagnostics are cancelled and a DTC for major leak is stored.
Checking the fuel tank system, minor leak (leakage greater than 0.5 mm but less than 1.0 mm)
The diagnostic for minor leaks is run every other time that the conditions for the diagnostic are met. Otherwise
diagnostics stop after checking for major leaks.
The leak diagnostic unit continues to pressurize the fuel tank system. The Engine control module (ECM) checks
for leakage in the fuel tank system by measuring the relationship between reached pressure and flow from the
leak diagnostic pump during pressurization. In a sealed system the relationship between these must be linear.
Any deviations from the linear relationship are calculated and used to determine how well sealed the tank
system is.
A diagnostic trouble code (DTC) is stored if a minor leak is detected within 15 minutes.
MISFIRE DIAGNOSTIC
If the fuel/air mixture does not ignite completely in the ignition stroke the engine is misfiring. The engine
control module (ECM) detects the misfire by registering deviations in the rotation of the flywheel.
Deviation in flywheel rotation is due to:
 driveline oscillations
 incorrect air/fuel ratios
 poor ignition sparking
 insufficient compression.
 normal variations caused by uneven combustion

 flywheel mechanical tolerances

 misfiring, which is caused by:

Diagnostics
The mechanical tolerances and oscillations in the drive line disrupt the signal. This makes it difficult to
determine if a misfire has occurred or if the detection is incorrect.
The signal from the flywheel is adapted to filter out the irregular rotation. This eliminates the mechanical
variations in the flywheel.
Two engine crankshaft rotations are divided into five intervals.
Misfires can be detected by registering the time difference between the intervals and comparing this with the
filtered time difference in the flywheel. If the flywheel signal has not been adapted, the diagnostic is active.
However this cannot identify misfires as accurately as an adapted flywheel signal. The adaptation is carried out
at different loads and engine speed ranges. For the values to be set in the different ranges, the deviation in
rotation must be within certain fixed limits.
Drive line oscillations, caused by extremely uneven road surfaces for example, may lead to uneven engine
operation. Drive line oscillations are registered by the accelerator in the brake control module (BCM) which
sends this information to the engine control module (ECM).
The misfire diagnostic is shut off when:
 The brake control module (BCM) transmits information to the engine control module (ECM) about
driveline oscillations
 A fault has been detected by the engine control module (ECM) in the engine speed (RPM) sensor, mass
air flow (MAF) sensor or engine coolant temperature (ECT) sensor
 When DSTC, traction control and/or ABS is active.
Diagnostic trouble code (DTC) management
The engine control module (ECM) determines how much the engine is misfiring by counting the number of
misfires during a certain number of engine revolutions. If the engine control module (ECM) detects a certain
number of misfires during 1000 engine revolutions, this is interpreted as misfiring which affects emissions. If
the misfires exceed a certain value during 200 engine revolutions, this is interpreted as misfiring which damages
the three-way catalytic converter (TWC).
Diagnostic trouble codes (DTC) for misfiring will light the malfunction indicator lamp (MIL). If there is risk of
damage to the three way catalytic converter, the malfunction indicator lamp (MIL) will flash during misfiring
and then switch to a constant light.
The engine control module (ECM) registers and stores the engine speed and load parameters within which the
misfire was detected. For the diagnostic trouble code (DTC) to be stored, the misfire must occur twice more
within the same engine speed and load parameters.
In the event of emissions related misfiring, the malfunction indicator lamp (MIL) lights during the second
operating cycle and a diagnostic trouble code (DTC) is stored.
If the misfire stops, the requirements for the engine speed and load parameters must be met without misfiring
before the engine control module (ECM) will begin counting down to extinguish the warning lamp and erase
stored diagnostic trouble codes (DTCs) for misfiring.
In addition to electrical checks of the camshaft reset valve, the engine control module (ECM) checks that the
position of the camshaft is correct and that the control (deployment and return of the camshaft) is working
satisfactorily. The control module uses the signals from the camshaft position sensor and engine speed (RPM)
sensor (crankshaft position) for the diagnostics.
Checking the camshaft position

The control module checks that the 0 position of the camshaft (mechanical rest position) is correct. During
certain driving conditions, camshaft control is not active. If this is the case, the control module checks the
deviation of the camshaft from the 0 position. This is the extent to which the camshaft flanks are deviating from
predetermined positions on the crankshaft (reference positions).
The position of the camshaft is stored in the control module as an adaptation value. A diagnostic trouble code
(DTC) is stored in the engine control module (ECM) if the adaptation value becomes too high or low. The
deviation of the camshafts from the reference position can be read off using VIDA (Volvo scan tool).
Checking the camshaft control
When camshaft control is active, the control module checks that the camshaft moves to the intended position.
This position ensures that the cam timing is correct so that the valves are opened and closed at the right time.
This is done by measuring the time the system takes to deploy to the correct camshaft position (the transition
time from the actual to the desired camshaft angle). A diagnostic trouble code (DTC) is stored in the engine
control module (ECM) If the camshaft angle does not reach the desired value within a certain time frame. The
function can be tested using VIDA (Volvo scan tool).
oxygen sensor (HO2S) is a binary type as with earlier heated oxygen sensors (HO2S).
 Adaptation. The control module checks that the long-term fuel trim is not higher or lower than the
predefined values
 Large difference between the fuel trim of the front and rear heated oxygen sensors (HO2S). The
control module checks that the difference between the fuel trim in the front and rear heated oxygen
sensors (HO2S) is not too great. The fault may be in the front or rear heated oxygen sensor (HO2S) or its
wiring
and lean mixture is not too long
 Implausible signals between the front and rear heated oxygen sensors (HO2S). When the control
module registers a rich fuel air mixture at the front heated oxygen sensor (HO2S) and a lean mixture at
the rear heated oxygen sensor (HO2S) or vice versa.
The three-way catalytic converter (TWC) stores oxygen from the exhaust gases and uses it to make toxic gases
more environmentally friendly. The catalytic converter is a 3 way catalytic converter in which HC
(hydrocarbons) and CO (carbon monoxide) are oxidized and NOx (nitrous oxide) is reduced. As the three-way
catalytic converter (TWC) ages, its ability to store oxygen is reduced. The conversion capacity of the three-way
catalytic converter (TWC) is reduced and unburned residue which is harmful to environment is released. To
reduce the environmentally damaging emissions, the engine control module (ECM) checks the efficiency of the
three-way catalytic converter (TWC). In brief, this check is carried out as follows.
Two heated oxygen sensors (HO2S) are used to check the three-way catalytic converter (TWC). One is
upstream of the converter and one is in the center of the converter (the rear heated oxygen sensor (HO2S)). The
main function of the heated oxygen sensors (HO2S) is to measure the oxygen content in the exhaust gases so
that the engine control module (ECM) can maintain the fuel/air mixture at around lambda=1. This mixture
allows for optimum catalytic conversion. To determine catalytic converter efficiency the amplitude of the
heated oxygen sensor (HO2S) signals is compared (amplitude is a measure of signal oscillation).
When the efficiency of the catalytic converter is good and the fuel/air mixture is normal, the signal of the front
heated oxygen sensor (HO2S) switches between rich and lean while the rear heated oxygen sensor (HO2S) is
steady. If the efficiency of the three-way catalytic converter (TWC) is poor but the fuel/air mixture is normal,
the signal from the rear heated oxygen sensor (HO2S) will also switch between rich and lean. This is because
the exhaust gases flow straight through the three-way catalytic converter (TWC) without being acted on. If the
amplitude of the rear heated oxygen sensor (HO2S) becomes too great in relation to the amplitude of the front
sensor for a number of checks, a diagnostic trouble code (DTC) will be stored for catalytic converter efficiency.
The fuel pump control module has no functions for diagnostics. Fuel pressure regulation components and
functions are diagnosed by the engine control module (ECM).
The following components and functions are diagnosed by the engine control module (ECM). Diagnostic
trouble codes (DTCs) can be stored for each component and function:
 Fuel pump control module , a diagnostic checks the power supply. A diagnostic trouble code (DTC)
will be stored and the fuel pump will not work if there is no power supply to the fuel pump control
module
 Fuel pressure sensor with temperature sensor, a diagnostic checks the pressure and temperature signals
to see if they are outside the normal operating range of the sensor. If a fault in the fuel pressure sensor is
detected, the fuel pump (FP) will run at full power and the pressure is governed by the by-pass valve in
the fuel tank
 Fuel pressure , the engine control module (ECM) compares the requested pressure with the measured
pressure (signal from the fuel pressure sensor). If the measured pressure deviates excessively from the
requested pressure, or if the pressure pulses, a diagnostic trouble code (DTC) will be stored for incorrect
fuel pressure. The diagnostic is not active if a diagnostic trouble code (DTC) for the fuel pressure sensor
is stored. A diagnostic trouble code (DTC) for fuel pressure will be stored if there is a fault in the fuel
pump
 Communication cable. The engine cannot be started if there is a fault in the communication cable
between the engine control module (ECM) and the fuel pump control module. A diagnostic trouble code
(DTC) will be stored for the fault.
Components and functions which cannot be diagnosed:
If there is a fault in the by-pass valve in the tank unit, the starting process of the engine will take longer if the
valve is leaking fuel when the fuel pump is off. If the valve does note open when there are pressure peaks in the
fuel system, engine operation will be negatively effected, especially after engine braking.
When replacing the engine control module (ECM), the hardware number on the control module is read and
transmitted to the Volvo central database. The software is compiled depending on the configuration of the
vehicle (for example, structure week and hardware number). The software is then transmitted to VIDA (Volvo
scan tool) and downloading is carried out.
A vehicle identity check, a read off of the vehicles' new configuration for updating the Volvo central database
and programming of codes are included in the download sequence. The procedure when updating software is
identical except that the hardware number is not read but taken directly from the Volvo central database.
The engine control module (ECM) is included in the immobilizer system and a number of conditions must be
met for the control module to approve a start.
Immobilizer code: During a start attempt, the central electronic module (CEM) transmits its immobilizer code
and the engine control module (ECM) compares this with its own programmed code. This condition is met if
the codes correspond.
Serial number: The serial number for the brake control module (BCM) is programmed into the engine control
module (ECM). During a start attempt the engine control module (ECM) transmits a query to the brake control
module (BCM) about which serial number it has programmed in and then compares this with the serial number
programmed into the engine control module (ECM). This condition is met if the serial numbers correspond.
Both conditions must be met to allow a start. When replacing the engine control module (ECM), both the
immobilizer code and serial number are programmed in automatically when downloading software.

FUNCTION
START (-2005)
The starter motor (6/25) is powered via the starter motor relay (2/35). The relay is controlled by the engine
control module (ECM) (4/46). The start process is as follows:

2. A high signal from the ignition switch (3/1) is transmitted to the engine control module (ECM) and starter
relay via the central electronic module (CEM) and integrated relay/fusebox in the engine compartment.
The engine control module (ECM) interprets this high signal as a request to activate the starter motor.
3. The engine control module (ECM) activates the starter motor solenoid by grounding the relay for the
starter motor relay. The relay is powered by the ignition switch
4. The relay closes the circuit between the starter motor solenoid and the fuse in the integrated relay/fusebox
in the engine compartment, activating the starter motor
5. The engine control module (ECM) activates the starter motor until the ignition key is released from the
start position (position III).
The starter motor will not be activated if:
 the immobilizer function does not permit starting. The engine control module (ECM) receives a signal
regarding whether the immobilizer is active or inactive from the central electronic module (CEM) via the
control area network (CAN)
 the clutch pedal is released (manual transmissions, certain markets). The engine control module (ECM)
receives a signal indicating the position of the clutch pedal from the central electronic module (CEM) via
START (2006-)
The starter motor (6/25) is supplied with power via the starter motor relay (2/35), the starter motor relay is
controlled by the engine control module (ECM) (4/46).
The start process is as follows:

2. A high signal (U bat) from the ignition switch (3/1) is transmitted to the engine control module (ECM)
via the central electronic module (CEM). The engine control module (ECM) interprets this high signal as
a request to activate the starter motor.
3. The engine control module (ECM) activates the starter motor solenoid by grounding and powering the
coil for the starter motor relay.
4. The relay closes the circuit between the starter motor solenoid and the fuse in the relay/fuse box in the
engine compartment, activating the starter motor.
5. The engine control module (ECM) activates the starter motor until the engine starts (the engine speed
(RPM) exceeds a certain value)
Auto start
If the ignition key returns to ignition position (position II) before the engine is started, the starter motor
continues to run. The starter motor runs until the engine is started or until a certain time has elapsed. The engine
temperature dictates the running time of the starter motor:

 over 15 °C, approx. 4 seconds
If the engine does not turn or if the engine speed is extremely low when the start relay is activated, the engine
control module (ECM) interrupts start relay activation.
Activation of the starter motor is not permitted or is interrupted if:
 the engine is running (the engine speed (RPM) above a certain value)
the engine control module (ECM) and transmission control module (TCM)
 the brake pedal is not depressed.
 the clutch pedal is let up (manual transmission, certain markets). Signal about clutch pedal position goes
to Engine control module (ECM) from Central electronic module (CEM) via CAN-net, as well as via a
directly connected cable from the clutch pedal switch.

Fig. 3: Identifying Camshaft Control (CVVT)

When the camshaft (A) is set at the factory, it is aligned with the position of the crankshaft (B). The position of
the camshaft in relation to the crankshaft is designated the camshaft 0 position . During camshaft (CVVT)
control, the 0 position of the camshaft is advanced so that the opening and closing of the intake and exhaust
valves can be changed to match the camshaft. Engine performance can be increased, idle quality increased and
emissions reduced by regulating the camshaft timing changes.
There are diagnostics for this function. See also: CAMSHAFT DIAGNOSTICS (CVVT)
Detecting the position of the camshaft (camshaft timing changes)

Fig. 4: Identifying Camshaft Position Sensors

In order to detect the position of the camshaft (camshaft timing) in relation to the crankshaft, the engine control
module (ECM) uses the signals from the engine speed (RPM) sensor (the position of the crankshaft) and from
the camshaft position (CMP) sensor (the position of the camshaft). The control module uses these two signals to
determine the position of the camshaft in relation to the position of the crankshaft.
Fig. 5: Detecting Camshaft Flanks On Sensor

Detecting the camshaft flanks
The camshaft is divided into four flanks per revolution of the camshaft (flanks 1-4). The flanks are detected by
the camshaft position (CMP) sensor. The signal affects the shape of the camshaft rotor. See also: CAMSHAFT
POSITION (CMP) SENSOR
The teeth on the camshaft pulse wheel for camshaft flanks 1 and 4 are shorter than the other teeth. This enables
the control module to determine the position of the camshaft. The control module is able to establish which
combustion cycle the cylinders are in.
Fig. 6: Detecting The Reference Positions Of The Camshaft

Detecting the reference positions of the camshaft
The crankshaft has four reference positions, one for each camshaft flank. The reference positions are
predetermined points on the flywheel. The reference positions are detected using the signal from the engine
speed (RPM) sensor. See also: ENGINE SPEED (RPM) SENSOR
The camshaft turns at half the speed of the crankshaft. This means that two reference positions are detected for
each turn of the crankshaft. Therefore two engine revolutions are required to detect all flanks on the camshaft.
The positions on the flywheel are designated °CA (Crank angle). 0°CA = Top dead center cylinder 1.
Flanks 3 and 4 are detected during the second revolution of the engine.
Fig. 7: View Of Camshaft Is Not Deployed Signals

Detecting the position of the camshaft in relation to the position of the crankshaft
Each camshaft flank aligns with pre-defined positions on the crankshaft when the camshaft is in its 0 position.
These positions on the crankshaft are called reference positions for the flanks.
The illustration shows how the signals relate to each other when the camshaft is in its 0 position (the camshaft is
not deployed).
A: Engine speed (RPM) sensor signal.
B: Camshaft position (CMP) sensor signal. From high to low signal when the teeth on the camshaft pulley leave
the camshaft position (CMP) sensor.
C: Low engine speed (RPM) sensor signal because of the holes in the flywheel/carrier plate.
D: Top dead center (TDC) cylinder 1, 0°CA (84°CA after hole "C" in the flywheel/carrier plate).
1: Detection of flank 1, reference position 47°CA "D1".

If the flanks do not correspond to the reference positions on the crankshaft when the camshaft is in the 0
position (not deployed), the engine control module (ECM) will store the difference. There may be a difference
from the camshaft 0 position if the timing belt is incorrectly seated or the camshaft are not correctly set for
example. A mechanically damaged camshaft reset valve may prevent the camshaft moving to the 0 position
when the engine control module (ECM) stores the adaptation value for the deviation of the camshaft. This may
result in high deviation and a diagnostic trouble code (DTC) being stored.
The difference can be read out in VIDA (Volvo scan tool).
Regulating the camshaft position
The engine control module (ECM) controls the camshaft reset valve steplessly. The valve controls the flow of
engine oil to the continuous variable valve timing (CVVT) unit which is affected by the oil pressure that builds
up. This allows the CVVT unit to change the position of the camshaft. Also, see Control (below) and
Fig. 8: View Of Deployed Camshaft Signals

When deploying the camshaft by for example 10°CA (the engine control module (ECM) deploys the camshaft),
the detection of the camshaft flanks will be offset by 10°CA from the reference positions for the crankshaft.
The illustration shows how the signals relate to each other when the camshaft is controlled (deployed camshaft),
D1 - D4 is reduced.
The engine control module (ECM) is then able to calculate the °CA (crankshaft degrees from top dead center
(TDC)) that the intake valve opens and the exhaust valve closes for each cylinder. This is because the opening
and closing angles are fixed and predefined in relation to the flanks on the camshaft rotor.
The closing angle of the intake valve and the opening angle of the exhaust valve can be read in VIDA (Volvo
scan tool).
The following applies when the camshafts are in their 0 position (no deployment):
 the opening angle of the intake valve 27°CA

 the closing angle of the exhaust valve is 26.5°CA.
The following applies when the camshaft is fully deployed :
 the opening angle of the intake valve is -(minus) 23°CA

 the closing angle of the intake valve is -(minus) 3.5°CA.
The total of the closing angle of the intake valve - (minus) the opening of the exhaust valve = the valve overlap.
Control, CVVT unit
1: Timing belt pulley
2: Lock pin with spring
3: Rotor
4: Rotor wings
A1: Chamber A
B1: Chamber B
The function of the CVVT unit allows the position of the camshaft to be adjusted in relation to the crankshaft.
The camshaft is secured to the rotor (3). The rotor (and with it the camshaft) rotates in relation to the timing belt
pulley (1) within set angles.
When the camshaft is in its 0 position, the timing belt pulley and the rotor are locked together by the lock pin
(2). A spring-loaded lock pin slides into a hole on the inside of the end of the timing belt pulley to secure it.
Camshaft reset valve
Fig. 10: Identifying Camshaft Reset Valve (Continuous Variable Valve Timing (CVVT)
5: Piston with slits

6: Return spring
A: Channel leading to chamber A1 in the CVVT unit
B: Channel leading to chamber B1 in the CVVT unit
C: Channel for oil (pressure)
D: Channel for oil (return)
The camshaft reset valve controls the oil flow to the continuous variable valve timing (CVVT) unit. The engine
control module (ECM) uses a pulse width modulation (PWM) signal to control the valve. See also:
Control takes place as follows when deploying the camshaft

 The valve is grounded by the engine control module (ECM). The oil flows via the slits in the piston (5) to
the oil channel (A) in the camshaft
 The oil flows via oil channels in the camshaft to the top of the lock pin (2). If the camshaft is in its 0
pulley
 The chamber (A1) fills with oil. The oil pressure will rotate the rotor (3)
 The oil in the chamber (B1) will be forced out of the chamber by the rotation of the rotor. The oil flows to
Control takes place as follows when returning the camshaft

 The engine control module (ECM) breaks the ground connection for the valve. The piston (5) in the valve
springs back (6) and the oil flows via the piston slits in the valve to the oil channel (B) in the camshaft
 The chamber (B1) fills with oil. The oil pressure in the chamber will rotate the rotor
 The rotor (4) reaches its limit position and the lock pin slides into a hole on the inside of the front end of
the camshaft pulley
 The oil in the chamber (A1) will be forced out of the chamber by the rotation of the rotor. The oil flows to
The reset valve is controlled by the engine control module (ECM) at high frequency. The frequency changes for
deployment and return. This ensures rapid and precise control. The extent of camshaft control (the angle of the
camshaft) varies depending on the engine variant.
Wide Range" concept
Fig. 13: Identifying Wide Range Concept Graph

Ignition timing
The combustion of the fuel film on the cylinder walls is improved by retarding the ignition.
Retarded ignition reduces the efficiency of the engine and the heat energy which is generated is released with
the exhaust gases. This is used to heat the three-way catalytic converters (TWC).
Exhaust camshaft
By opening the exhaust valve late, combustion takes place over a relatively long period. The film of fuel on the
cylinder walls combusts, reducing the exhaust emissions.
Intake camshaft
By opening and closing the intake valve late:
 so that there is little or no overlap, a predetermined pressure difference is maintained between the intake
manifold and the combustion chamber/cylinder. The lower pressure in the cylinder ensures that all the
injected fuel reaches the cylinder. This allows the Engine Control Module (ECM) to calculate and control
the fuel quantity required in the combustion phase in advance
 maintains a high and stable pressure in the intake manifold (due to the upwards movement of the piston).
Stable high pressure means that the vaporization of the fuel which has condensed on the walls of the
intake manifold can be predicted.
Double continuous variable valve timing (CVVT)
The CVVT on both the intake camshaft and the exhaust camshaft means that the valve overlap can be changed
to a greater degree than on engines where only one of the camshafts is controlled. Valve overlap is the extent to
which the intake and exhaust valves (on the same cylinder) are open at the same time.
The advantages of continuous variable valve timing (CVVT) are used in different operating conditions:
 during cold starting and during the warm-up process when the intake camshaft and exhaust camshaft are
set late. This reduces the emissions
 during idle and when the engine is at operating temperature when the exhaust camshaft is set to early and
the intake camshaft is set to late. This results in small valve overlap, reducing exhaust gas recirculation
(EGR) and ensuring stable idling
 at part load when both the exhaust and intake camshaft are set to relatively late, with greater valve
overlap. Greater valve overlap results in internal exhaust gas recirculation (EGR) which reduces the
release of nitrous oxide. This also limits the incoming fuel/air mixture to the cylinder. As a result, the
throttle does not need to reduce the supply of air, thereby reducing "pump losses" and lowering the fuel
consumption. At higher engine speeds (RPM), the camshafts are set for a smaller valve overlap. The
exhaust camshaft is set earlier, the intake camshaft later. This provides an optimum fuel/air mixture to the
cylinder. Reduces internal exhaust gas recirculation (EGR).
TURBOCHARGER (TC) CONTROL SYSTEM

Fig. 14: Identifying Turbocharger (TC) Control System

The boost pressure in the intake manifold is controlled by the boost pressure control (BPC) valves, whose
pressure regulators (1) are affected by the pressure from the turbocharger (TC) (2).
The Engine Control Module (ECM) receives information about the actual throttle position via the throttle
position sensor (TP) for the throttle unit (3), engine load, knocking etc. This affects the boost pressure that is
permitted. The boost pressure is measured by the boost pressure sensor.
The control module regulates the control pressure using the turbocharger (TC) control valve (4), which controls
the pressure to the boost pressure control (BPC) valves so that the control is adapted to the required pressure.
See also: TURBOCHARGER (TC) CONTROL VALVE
The pressure regulators in the boost pressure control (BPC) valves are affected when the pressure rises. When
the boost pressure has increased to the maximum permissible value, the boost pressure control (BPC) valves
open. Some of the exhaust gases pass the turbine in the turbocharger (TC), limiting the boost pressure.
Turbocharger (TC) control is governed continually by the engine control module (ECM).
When a higher boost pressure is permitted, the control module opens the turbocharger (TC) control valve
further. Some of the boost pressure which affects the pressure regulators for the boost pressure control (BPC)
valves is released back into the turbocharger (TC) intake. This lowers the control pressure, the boost pressure
control (BPC) valves open later and the boost pressure increases.
Because the control module calculates the boost pressure using the signal from the boost pressure sensor and the
intake temperature sensor, there is automatic compensation of boost pressure control when driving at altitude
and at different temperatures. As a result engine power will not be noticeably affected by the air density or
temperature.
The engine control module (ECM) can diagnose the turbocharger (TC) control function.
FUEL PRESSURE REGULATION

Fig. 15: Identifying Fuel Pressure Regulation

Fuel pressure regulation for demand controlled fuel pumps (DECOS - Demand Controlled fuel Supply) means
that the fuel pressure is controlled steplessly by varying the output of the fuel pump. The design of the system
allows a greater maximum pressure (approximately 6.5 bar) in the fuel pump. This pressure is used in extreme
situations, such as heavy engine load for example.
The following components are used for fuel pressure regulation:

 fuel pump control module (4/83)
 fuel pressure sensor with fuel temperature sensor (7/156)
 fuel pump with by-pass valve (6/33).
The time taken for the engine start procedure can be reduced by rapidly increasing the pressure in the fuel rail
when the engine control module (ECM) receives a signal about the position of the ignition switch from the
The injection period for the injectors can be better calculated by the engine control module (ECM) since the
signal from the fuel pressure sensor provides information regarding actual fuel pressure and temperature.
Special cold starting properties for the engine are improved.
The advantages of varying the output of the fuel pump so that it is not always at full power are:
 the total power consumption of the fuel pump (FP) is reduced, reducing the load on the power supply
system
 the service life of the fuel pump (FP) is increased
 fuel pump noise is reduced.
Control
The engine control module (ECM) calculates the desired fuel pressure. A signal is then transmitted to the fuel
pump control module indicating the desired fuel pressure. Serial communication between the engine control
module (ECM) and the fuel pump control module is used to carry the signal. The fuel pump control module
then operates the fuel pump unit to obtain the desired pressure using a pulse width modulation voltage on the
ground lead. The fuel pump (FP) can be controlled steplessly by changing the pulse width modulation (PWM)
signal. Only that pressure which is required at that specific time will then be released to the fuel rail/injectors.
The value of the pulse width modulation (PWM) signal is a measurement of the operational load of the fuel
pump (FP) (% duty, 100% = maximum pressure).
The engine control module (ECM) continuously monitors the fuel pressure using the signal from the fuel
pressure sensor. This allows the desired fuel pressure to be reached, and if necessary a signal is transmitted to
the fuel pump control module requesting that the fuel pressure is adjusted.
By-pass valve
When the injectors are closed because of too high pressure (during engine braking for example) there is a
pressure peak. The by-pass valve in the fuel pump (FP) is used to even out the pressure peak. The opening
pressure of the valve is approximately 6.5 bar.
The by-pass valve also functions as a non-return valve, ensuring that the fuel pressure in the system is
maintained when the engine is switched off.
There is high pressure before the engine is started. This high pressure means that the valve in the by-pass valve
opens and the system is "flushed".
Passive safety
For safety reasons, the engine control module (ECM) shuts off the fuel pump (FP) if the supplemental restraint
system module (SRS) detects a collision.
THROTTLE CONTROL
Fig. 16: Identifying Throttle Control

To ensure that the correct throttle angle is reached, the engine control module (ECM) controls the throttle
shutter in the throttle unit (6/120), mainly using the signal from:
 accelerator pedal (AP) position sensor (7/51)

 clutch pedal sensor (7/123) via central electronic module (CEM) (4/56)
 the throttle position (TP) sensor on the electronic throttle unit (6/120)
 brake pedal sensor (7/124) via brake control module (BCM) (4/16).
Additional signals and parameters are used to ensure optimum throttle control. By example by compensating
for:
 the load from the air conditioning (A/C) compressor

 the load from the transmission depending on the selected gear mode (automatic)
 engine coolant temperature (ECT).
The position of the throttle is measured by two potentiometers, in the throttle position (TP) sensor, which are on
the throttle unit. These are connected, so that potentiometer 1 produces a higher voltage as the throttle angle
increases, while potentiometer 2 does the opposite.
In a combustion engine, the difference between the minimum and maximum airflow is considerable. The
approximately 4 times in the engine control module (ECM) before it reaches the AC/DC converter in the engine
control module (ECM). This means that there are three, two real and one fictitious, input signals available to the
engine control module (ECM). These signals are used to determine the position of the throttle and to deploy the
damper motor to the correct position. In general the amplified signal is primarily used for small throttle angles
(small air flows), which are desirable when a high degree of accuracy is required, for idle air trim for example.
Because the signal is amplified, it reaches its maximum value as early as approximately a quarter of maximum
deployment.
The engine control module (ECM) primarily uses the signal from potentiometer 1 as a measurement of throttle
opening. The signal from potentiometer 2 is mainly to check that potentiometer 1 is working. The engine
control module (ECM) then uses the signal to calculate a throttle angle (actual value). This is the actual throttle
angle. The value for the actual throttle angle is used by those functions in the engine control module (ECM)
which depend on this information so that the throttle can be correctly regulated.
There is an adaptation (learning) in the engine control module (ECM) so that the control module can calculate
how the damper motor needs to be controlled. See "Adaptation of the throttle unit " below. This adaptation is
carried out during manufacture of the car, when the engine control module (ECM) deploys the throttle disc to
the different positions and reads off and registers the actual values from the potentiometers.
The throttle angle is regulated so that the actual angle (actual value) is the same as the angle calculated by the
engine control module (ECM) (desired value). The engine control module (ECM) also uses the values that were
stored during adaptation of the throttle angle, and the actual signals from the potentiometers.
The damper motor is deployed by the integrated power stage in the engine control module (ECM) using a pulse
width modulation (PWM) signal. The torsion from the opening and return springs in the electronic throttle unit
is also used. If there is a fault in the engine control module (ECM) so that the throttle unit cannot be operated or
powered, the springs in the throttle unit will turn the throttle disc to the limp home position (return position).
This return position gives a throttle angle large enough to allow the car to be driven to a workshop, although
with considerably reduced driveability.
Throttle angle
The throttle angle is usually gauged by potentiometer 1. For small angles the amplified signal is used to obtain a
clearer signal. The engine control module (ECM) also monitors the throttle unit signals from the potentiometers
to check that they are plausible, that they are within the minimum and maximum limits and that the signals
correspond to the same throttle angle. If there is a difference in the signals, a fictitious throttle signal is
calculated from the load signal, the engine speed (RPM) and the prevailing conditions, particularly pressure and
temperature.
The potentiometer whose signal is closest to the calculated throttle angle will then be assumed to be correct.
The other potentiometer is then classified as not functioning and a diagnostic trouble code (DTC) is stored. The
system then constantly monitors the throttle angle of the remaining potentiometer in comparison to the
calculated throttle angle. If there is a difference between these values, the engine control module (ECM) will
not rely on any of the throttle unit potentiometers. The power stage in the throttle unit is then disengaged, and
the throttle switches to limp home mode.
Adaptation of the throttle unit
Normally the engine control module (ECM) adapts the throttle unit during manufacture of the car. There are a
number of other occasions when the throttle unit must be adapted. A new adaptation is obviously required if the
throttle unit or the engine control module (ECM) is replaced, but also if the software in the engine control
module (ECM) is replaced. This is because the adaptation values are stored in the EEPROM memory in the
control module, at a predetermined location in the memory for each software. These storage locations may vary
between different software, in which case a new adaptation will be required. The final reason for adaptation is
that the values for the throttle unit may have changed during its service life. Therefore there is a routine which
begins adaptation of the throttle unit if the car is left with the engine off and the ignition on for 30 seconds (and
other basic conditions for adaptation of the throttle unit are met). A new adaptation is then carried out. If the
"new" values are different from the "old" values, the new values are used. Adaptation usually takes place
automatically when the engine control module (ECM) detects that the adaptation has not been run or that the
values from a previous adaptation are outside certain tolerances. However a number of basic conditions must be
met to ensure that the adaptation is carried out correctly.
Basic conditions for adaptation of the throttle unit:
 ignition on / engine off

 battery voltage above 10 V
 accelerator pedal (AP) released (unaffected)
 the car must be stationary (no speed signal)
 engine coolant temperature (ECT) between 5 and 100 °C
 intake air temperature (IAT) above 5 °C.
During adaptation, the engine control module (ECM) checks that the values obtained are within reasonable
limits. This helps to determine whether the throttle unit is functioning correctly or not. When the adaptation has
been carried out, all relevant values are stored in the EEPROM memory in the control module so that they can
be retrieved if the power supply is broken. This means that if the battery is replaced for example, a new
adaptation is not necessary.
FUEL TRIM
Fig. 17: Fuel Trim

Overview
Fuel trim reduces exhaust emissions. Fuel trim reduces nitrous oxides (NOx ), carbon monoxide (CO) and
hydrocarbon (HC) emissions.
Theoretically, if the correct amount of oxygen is added during combustion, fuel can be converted to water (H2
O) and carbon dioxide (CO2 ). Emissions would then be completely safe.
In practice considerable amounts of hydro-carbons (HC) and varying amounts of carbon monoxide (CO) and
carbon dioxide (CO2 ) remain.
Fig. 18: Fuel Trim

Due to the high temperature and pressure, nitrous oxides such as NO and NO2 are also formed. The common
designation for these gases is nitrous oxides NOx .
Fig. 19: Converting Exhaust To H2O And CO2

By speeding up the reaction between the remaining reactive components using a catalytic converter, these can
be converted to water (H2 O), carbon dioxide (CO2 ) and nitrogen (N2 ).
However this can only happen if the balance of hydro-carbons (HC), carbon monoxide (CO), oxygen (O2 ) and
nitrous oxides (NOx ) is exactly right in the exhaust. This happens when the fuel air mixture before combustion
is 14.7 kg of air per kg of fuel. The Lambda value is then said to be one, (lambda=1).

A base program in the engine control module (ECM) calculates the injection period based on data about load, i.
e. the measured air mass and engine speed (RPM). The calculated injection time (from the base program) is then
modified by a circuit (short-term fuel trim). The signal from the heated oxygen sensor (HO2S) is used to finely
adjust the injection period so that lambda=1 is reached. The short-term fuel trim is also a circuit that finely
adjusts the injection period so that the fuel air mixture is optimized (lambda=1). The control module also used
the signals from the front and rear heated oxygen sensors (HO2S) to correct the front heated oxygen sensor
(HO2S) (offset adjustment) and thereby the injection period. This gives a higher degree of accuracy during fuel
trim. Fuel trim is a rapid process which may take place several times a second. Adjustment of the calculated
injection period calculated in the base program is limited.
The integrator can be read using VIDA (Volvo scan tool).
Adaptive functions
Fig. 21: Adaptive Function Charts

Certain factors, such as deviations in tolerance for certain components such as the mass air flow (MAF) sensor
and injectors, intake air leakage, fuel pressure etc, will affect the composition of the fuel air mixture. To
compensate for this, the engine control module (ECM) has adaptive (self learning) functions. When the engine
is new, the short-term fuel trim is assumed to vary cyclically around a nominal center line (A) 1.00 with, for
example, a ± 5% change in the injection period when fuel trim is active.
If there is air leakage for example, the short-term fuel trim will quickly be offset to a new position (B) and will
then work for example between 1.10 (+10%) and 1.20 (+20%), although still at an amplitude of 5%, but with an
offset in relation to the original center line (A). The injection period has then been increased to compensate the
increase in the amount of air.
The adaptive functions will correct the change, so that the short-term fuel trim will work around the new center
line (B) where it will again have its full range of control available.
Put simply, fuel trim is a measurement of the difference (C) between the original short-term fuel trim center line
(A) and the new center line (B).
Fig. 22: View Of Adaptive Function Chart

The adaptive functions consist of two sections and correspond to the different operating ranges of the engine,
load (D) and engine speed (E):
 Additive adaptation (1) is when the engine is idling. This is how the control module adjusts the CO
content at idle speed. Long-term fuel trim, idling can be read off using VIDA (Volvo scan tool).
 Multiplicative adaptation (2), carried out at loads and engine speeds above idle. Long-term fuel trim, load
The adaptive adjustments of the injection period are stored continuously in the control module. This means that
under different operating conditions the fuel air mixture is obtained before the heated oxygen sensor (HO2S) is
warm enough to function.
A diagnostic trouble code (DTC) will be stored in the control module if any adaptation value is too high or too
low. For further information, also see: HEATED OXYGEN SENSOR (HO2S) DIAGNOSTIC
KNOCK CONTROL
Fig. 23: View Of Knock Sensor

Knock occurs in the combustion chamber when the fuel and air mixture self ignites. This can occur either
before or after the spark plug has produced an ignition spark. In both cases the gas in two or more places ignites
in the combustion chamber.
This results in an extremely fast combustion process with flames from several directions. When these flames
collide, the pressure in the cylinder increases rapidly and there is a mechanical knocking sound.
If any of the cylinders knock there is a specific type of vibration in the cylinder block. These vibrations are
transferred to the knock sensors (KS) which are screwed into place in the cylinder block. The resultant
mechanical stress in the piezo electrical material in the knock sensors generates a voltage. The engine control
module (ECM) can then determine which cylinder is knocking with the help of the camshaft position (CMP)
sensor and the engine speed (RPM) sensor.
The knock sensors (KS) also interpret a proportion of normal engine sound. The control module is able to
recognize the vibrations which correspond to knocking by filtering, amplifying and using software to evaluate
the signal.
If the knock sensors (KS) detect knocking in the engine above a certain threshold value, the ignition timing is
first retarded and then the fuel/air mixture is enriched to eliminate knocking.
IGNITION CONTROL
Fig. 24: Identifying Ignition Control & Components

The following components are used for ignition control:
 engine speed (RPM) sensor (7/25)

 camshaft position (CMP) sensor (7/172-7/173)
 mass air flow (MAF) sensor (7/17)
 engine coolant temperature (ECT) sensor (7/16)
 throttle position (TP) sensor on the electronic throttle unit (6/120)
 knock sensor (KS) (7/23-7/24)
 transmission control module (TCM) (4/28)
 spark plugs with ignition coils (20/3-20/7)
 brake control module (BCM) (4/16).
The engine control module (ECM) calculates the optimum ignition advance based on the software and
information from the sensors. The engine control module (ECM) cuts the current to the ignition coil mounted on
the cylinder to be ignited and produces a spark.
During the starting phase the engine control module (ECM) produces a fixed ignition setting. When the engine
has started and the vehicle is being driven, the engine control module (ECM) calculates the optimum ignition
setting, taking factors such as the following into account:

 load
 temperature.
The engine control module (ECM) analyses the signal from the knock sensors (KS) when the engine reaches
operating temperature. If any of the cylinders knock, the ignition is retarded for that specific cylinder until the
knocking ceases.
The ignition then advanced to the normal position or until the knock recurs.
Before the transmission control module (TCM) changes gear, it sometimes transmits a torque limiting request to
the engine control module (ECM). The engine control module (ECM) then retards the ignition momentarily to
reduce the torque, resulting in smoother gear changes and reducing the load on the transmission. There are
different ignition retardation levels depending on the signals from the transmission control module (TCM). The
return signal from the engine control module (ECM) to the transmission control module (TCM) confirms that
the signal reached the engine control module (ECM). The Brake Control Module (BCM) transmits information
to the engine control module (ECM) about deviations in the drive line. The signal is used to stop the diagnosis.
For further information, also see: MISFIRE DIAGNOSTIC
The engine misfires if the fuel does not ignite correctly. For further information, also see: MISFIRE
DIAGNOSTIC
REGULATING THE AIR CONDITIONING (A/C) COMPRESSOR
Fig. 25: Identifying Air Conditioning (A/C) Compressor

The air conditioning (A/C) compressor is controlled by the engine control module (ECM) (4/46) on request
from the climate control module (CCM) (3/112) via the controller area network (CAN). When the engine
control module (ECM) receives a signal from the climate control module (CCM) to activate the air conditioning
(A/C) compressor, the engine control module (ECM) grounds the circuit for the relay coil for the A/C
compressor. See also: AIR CONDITIONING (A/C) RELAY
The relay (2/22) closes the circuit between the integrated relay/fusebox in the engine compartment and the
clutch for the A/C compressor (8/3).
In addition to the information from the climate control module (CCM), the engine control module (ECM)
checks the engagement and disengagement of the A/C compressor based on:
 the signal from the air conditioning (A/C) pressure sensor (high pressure side) (7/8)
 the signal from the air conditioning (A/C) pressure sensor (low pressure side) (8/119)
 the throttle position (TP) sensor (6/120)
 the engine coolant temperature (ECT) sensor (7/16).
REGULATING THE CRUISE CONTROL
Fig. 26: View Of Regulating Cruise Control

The cruise control function is an example of distributed functionality.
The following components are used when regulating the cruise control:

 steering wheel module (SWM) (3/254) (cruise control buttons)
 central electronic module (CEM) (4/56) (clutch pedal position)
 brake control module (BCM) (4/16) (brake pedal position, speed signal)
 driver information module (DIM) (5/1) (cruise control lamp)
 transmission control module (TCM) (4/28) (cruise control active/not active, gear selector in position "P"
or "N")
 electronic throttle unit (6/120)
To activate cruise control the function must be switched on using the "CRUISE" button. A lamp lights up in the
The driver activates the function by pressing the SET+ or SET- button. A message is then transmitted via the
low speed side of the CAN network to the central electronic module (CEM) which then transmits the message
on via the high speed side of the CAN network to the engine control module (ECM).
The engine control module (ECM) controls the throttle angle so that a constant speed is maintained using the
vehicle speed signal from the Brake Control Module (BCM). The transmission control module (TCM) also
receives a message indicating that cruise control is active via the Controller area network (CAN), so that the
transmission follows certain shifting patterns when the cruise control is active.
If the accelerator pedal (AP) is depressed the speed increases as normal and then resumes to the stored value
when the driver releases the accelerator pedal (AP) again.
The engine control module (ECM) continually stores the speed. If cruise control is disengaged, for example by
the driver pressing the brake pedal, the previous stored speed can be used by pressing the "RESUME" button.
Cruise control cannot be activated at speeds below 30 km/h.
Cruise control is disengaged:
 when the driver presses the clutch pedal or brake pedal

 when the driver presses the "CRUISE" button on the steering wheel
 when the driver depresses the "0" button on the steering wheel
 if "P" or "N" positions are transmitted on the Controller area network (CAN) (applies to automatic
transmissions)
 if the speed deviates too much from the set value
 when certain diagnostic trouble codes (DTCs) are stored which do not allow continued activation.
REGULATING THE ALTERNATOR (2005-)

The engine control module (ECM) (4/46) regulates the alternator charging voltage (via LIN communication) in
response to a request from the central electronic module (CEM) (4/56) (via CAN communication).
The engine control module (ECM) can change the requested charging voltage from the central electronic
module (CEM) in order to adapt it to certain operating conditions such as starting, idling or high engine loads.
The value requested by the engine control module (ECM) for charging voltage and alternator charging current
The alternator control module (ACM) sends fault information to the engine control module (ECM). Diagnostic
trouble codes are stored in the engine control module (ECM).
In addition to electrical checks of the camshaft reset valve, the engine control module (ECM) checks that the
position of the camshaft is correct and that the control (deployment and return of the camshaft) is working
satisfactorily. The control module uses the signals from the camshaft position sensor and engine speed (RPM)
sensor (crankshaft position) for the diagnostics.
Checking the camshaft position
The control module checks that the 0 position of the camshaft (mechanical rest position) is correct. During
certain driving conditions, camshaft control is not active. If this is the case, the control module checks the
deviation of the camshaft from the 0 position. This is the extent to which the camshaft flanks are deviating from
predetermined positions on the crankshaft (reference positions).
The position of the camshaft is stored in the control module as an adaptation value. A diagnostic trouble code
(DTC) is stored in the engine control module (ECM) if the adaptation value becomes too high or low. The
deviation of the camshafts from the reference position can be read off using VIDA (Volvo scan tool).
Checking the camshaft control
When camshaft control is active, the control module checks that the camshaft moves to the intended position.
This position ensures that the cam timing is correct so that the valves are opened and closed at the right time.
This is done by measuring the time the system takes to deploy to the correct camshaft position (the transition
time from the actual to the desired camshaft angle). A diagnostic trouble code (DTC) is stored in the engine
control module (ECM) If the camshaft angle does not reach the desired value within a certain time frame. The
function can be tested using VIDA (Volvo scan tool).
oxygen sensor (HO2S) is a binary type as with earlier heated oxygen sensors (HO2S).
 Adaptation. The control module checks that the long-term fuel trim is not higher or lower than the
predefined values
 Large difference between the fuel trim of the front and rear heated oxygen sensors (HO2S). The
control module checks that the difference between the fuel trim in the front and rear heated oxygen
sensors (HO2S) is not too great. The fault may be in the front or rear heated oxygen sensor (HO2S) or its
wiring
and lean mixture is not too long
 Implausible signals between the front and rear heated oxygen sensors (HO2S). When the control
module registers a rich fuel air mixture at the front heated oxygen sensor (HO2S) and a lean mixture at
the rear heated oxygen sensor (HO2S) or vice versa.
MISFIRE DIAGNOSTIC
If the fuel/air mixture does not ignite completely in the ignition stroke the engine is misfiring. The engine
control module (ECM) detects the misfire by registering deviations in the rotation of the flywheel.
Deviation in flywheel rotation is due to:
 driveline oscillations
 normal variations caused by uneven combustion

 flywheel mechanical tolerances

 misfiring, which is caused by:

Diagnostics
The mechanical tolerances and oscillations in the drive line disrupt the signal. This makes it difficult to
determine if a misfire has occurred or if the detection is incorrect.
The signal from the flywheel is adapted to filter out the irregular rotation. This eliminates the mechanical
variations in the flywheel.
Two engine crankshaft rotations are divided into five intervals.
Misfires can be detected by registering the time difference between the intervals and comparing this with the
filtered time difference in the flywheel. If the flywheel signal has not been adapted, the diagnostic is active.
However this cannot identify misfires as accurately as an adapted flywheel signal. The adaptation is carried out
at different loads and engine speed ranges. For the values to be set in the different ranges, the deviation in
rotation must be within certain fixed limits.
Drive line oscillations, caused by extremely uneven road surfaces for example, may lead to uneven engine
operation. Drive line oscillations are registered by the accelerator in the brake control module (BCM) which
sends this information to the engine control module (ECM).
The misfire diagnostic is shut off when:
 The brake control module (BCM) transmits information to the engine control module (ECM) about
driveline oscillations
 A fault has been detected by the engine control module (ECM) in the engine speed (RPM) sensor, mass
air flow (MAF) sensor or engine coolant temperature (ECT) sensor
 When DSTC, traction control and/or ABS is active.
Diagnostic trouble code (DTC) management
The engine control module (ECM) determines how much the engine is misfiring by counting the number of
misfires during a certain number of engine revolutions. If the engine control module (ECM) detects a certain
number of misfires during 1000 engine revolutions, this is interpreted as misfiring which affects emissions. If
the misfires exceed a certain value during 200 engine revolutions, this is interpreted as misfiring which damages
the three-way catalytic converter (TWC).
Diagnostic trouble codes (DTC) for misfiring will light the malfunction indicator lamp (MIL). If there is risk of
damage to the three way catalytic converter, the malfunction indicator lamp (MIL) will flash during misfiring
and then switch to a constant light.
The engine control module (ECM) registers and stores the engine speed and load parameters within which the
misfire was detected. For the diagnostic trouble code (DTC) to be stored, the misfire must occur twice more
within the same engine speed and load parameters.
In the event of emissions related misfiring, the malfunction indicator lamp (MIL) lights during the second
operating cycle and a diagnostic trouble code (DTC) is stored.
If the misfire stops, the requirements for the engine speed and load parameters must be met without misfiring
before the engine control module (ECM) will begin counting down to extinguish the warning lamp and erase
stored diagnostic trouble codes (DTCs) for misfiring.
SYSTEM OVERVIEW
CONTROL MODULE

The engine control module (ECM) controls the following functions:
 start
 injectors
 ignition
 fuel pressure
 turbocharger (TC) control
 throttle
 camshafts (CVVT)
 evaporative emission system (EVAP) valve
 engine cooling fan (FC)
 Air conditioning (A/C) compressor
 alternator control module (ACM) (2005-).
The engine control module (ECM) is supplied with battery voltage via fuses in the central electronic module
(CEM) and in the integrated relay/fusebox in the engine compartment.
To prevent certain stored date from being erased from the engine control module (ECM) when the ignition is
switched off, the control module also has a 30-supply. This supply is from the integrated relay/fusebox in the
engine compartment.
The control module is grounded via the wiring which is connected at the right-hand suspension turret.
The engine control module (ECM) contains a voltage regulator which maintains a low voltage (5 V) in internal
components in the control module such as:
 Analog/Digital converter
 Digital/Analog converter
 Micro-processor.
The functions which require battery power and high output are controlled by external or internal power stages.
For example ignition coils have external power stages (integrated into the ignition coils) while the power stages
for the injectors are integrated into the control module.
The micro-processor in the engine control module (ECM) receives signals from the different sensors and
control modules in the vehicle. The micro-processor uses a program which calculates how the signals from the
different sensors and other control modules are to be interpreted and how the components / functions need to be
controlled.
The control module has several self-learning (adaptive) functions. It continually adapts ongoing calculations to
changing circumstances (wear, air leaks, differences between different fuels).
Emissions are kept low through efficient management of the injection period, ignition, evaporative emission
system (EVAP) valve and camshafts etc. Faults which affect emissions can be detected by running diagnostics
for functions and components.
The engine control module (ECM) is in the intake system. It is cooled by the engine intake air.
The engine control module (ECM) communicates with other control modules using controller area network
The engine control module (ECM) checks activations, input and output signals and functions using an
integrated diagnostic system. A diagnostic trouble code (DTC) is stored if, after validation, the control module
detects a fault. In certain cases the faulty signal is also replaced with a substitute value or certain functions are
limited.
For example, substitute values can be set for:
 engine coolant temperature (ECT) sensor

 throttle position (TP) sensor
 air pressure
 fuel pressure.
Mathematical calculations and signals from certain components are used to calculate the substitute values.
Other substitute values are fixed, predefined values in the control module.
The substitute value allows the car to be driven and for the emissions to be kept at a reasonable level even
though vital functions/components are malfunctioning.
Functions which may be limited are for example:
 turbocharger (TC) control

 Camshaft control (CVVT)
 fuel trim
 throttle angle.
The substitute values are used and functions restricted so that the system is still able to work while protecting
components that are required for safety reasons (for example the throttle angle).
off using VIDA via the data link connector (DLC) in the vehicle.
SIGNALS
The table below summarizes the input signals to and output signals from the Engine Control Module (ECM).
(CAN) communication. The illustrations below (see Fig. 29 and Fig. 30) display the same information with the
Volvo component designations.

 Ignition switch (3/1)  Air conditioning (A/C) relay (2/22)
 Transmission Control Module (TCM) (4/28)  Electronic throttle unit (6/120)
 Air conditioning (A/C) pressure sensor (7/8)  Engine cooling fan (FC) control module
 Air conditioning (A/C) pressure sensor (4/71)
(8/119)  Evaporative emission system (EVAP) valve
 Stop lamp switch (3/9) (8/18)
 Accelerator pedal (AP) position sensor (7/51)  Injectors (8/6-8/10)
 Throttle position (TP) sensor (via electronic  Fuel pump control module - fuel pump (FP)
throttle unit) (6/120) (4/83)-(6/33)
 Camshaft position sensor, intake (7/172)  Ignition coils (20/3-20/7)
 Camshaft position sensor, exhaust (7/173)  Leak diagnostic unit including pre-heating
(certain markets only) (6/67)
 Engine coolant temperature (ECT) sensor
(7/16)  Front heated oxygen sensor (HO2S),
preheating (7/15)
 Engine speed (RPM) sensor (7/25)
 Rear heated oxygen sensor (HO2S),
 Fuel pressure sensor (7/156) preheating (7/82)
 Knock sensor (KS) (7/23, 7/24)  Starter motor relay (2/35)
 Mass air flow (MAF) sensor (7/17)  Main relay (system relay) (2/32)
 Boost pressure sensor (7/165)  Turbocharger (TC) control valve (8/28)
 Oil pressure switch (7/6)  Camshaft reset valve (CVVT), intake (8/19)
 Front heated oxygen sensor (HO2S) (7/15)  Camshaft reset valve (CVVT), exhaust (8/81).
 Rear heated oxygen sensor (HO2S) (7/82)
 Leak diagnostic unit (certain markets only)

(6/67).
 Clutch pedal switch (3/271)

 fault status
 requested voltage for charging.
 magnetization for charging.
Central electronic module (CEM) (4/56): Central electronic module (CEM) (4/56):
 outside temperature  request for fuel pump (FP)

 clutch pedal position  engine speed
 accelerator pedal (AP) position (from the  load
analog signal from the accelerator pedal (AP)  request for the malfunction indicator lamp
position sensor) (MIL) to be lit
 quantity of fuel in the tank  engine status (on/off)
 start function inhibiting  immobilizer codes
 the time since the engine was switched off  cruise control status (on/off)
 request for increased idle speed  alternator control module (ACM) load (2005-)
 request for battery charging (2005-)  alternator control module (ACM) fault status
 charging status (2005-). (2005-).
Brake control module (BCM) (4/16): Climate control module (CCM) (3/112):
 brake pedal position  air conditioning (A/C) compressor status

 the vehicle speed  atmospheric pressure
 active control function  engine coolant temperature (ECT)
 front wheel spin to detect "rough road"  engine speed
 torque limiting request.  engine status (on/off).
Climate control module (CCM) (3/112): Transmission control module (TCM) (4/28):
 air conditioning (A/C) compressor request  selected gear position

 request for increased fan speed  load

 request for lowest permitted idle speed  cruise control status
 evaporator temperature.  engine coolant temperature (ECT)
 engine speed
 torque limiting request  speed set in the cruise control
 transmission oil temperature  engine status (on/off)
 selected gear position  "kickdown" request.
 "Lock-up" status (engaged/disengaged)
 request for lowest permitted idle speed
Driver information module (DIM) (5/1):
 gear ratio
 torque losses in the transmission.  engine coolant temperature (ECT)
 warning texts related to the engine control
module (ECM)
Steering wheel module (SWM) (3/254):
 engine speed
 request for cruise control  cruise control status
 steering angle.  calculated fuel consumption
 engine status (on/off)
 oil pressure status
 oil level
 engine coolant heater status (on/off).  time for service.
Electrical power steering module (EPS) (4/99):
 engine speed
 torque after transmission

 engine speed

 atmospheric pressure.
Fig. 29: Identifying ECM & Components (1 Of 2)

Fig. 30: Identifying ECM & Components (2 Of 2)


DESIGN
see DESIGN
FUNCTION
see FUNCTION
SYSTEM OVERVIEW
see SYSTEM OVERVIEW
GDL BULBS (2006-2012)

DESIGN
HEADLIGHTS
Fig. 31: Identifying Headlight

The headlights are operated via the light switch module (LSM). This is on the dashboard at the side of the
steering wheel. The light switch module (LSM) is directly connected to the central electronic module (CEM).
Low and high beam are operated by moving the left control stalk toward the steering wheel.
In the Bi-Xenon lamps, an actuator motor (solenoid) is used to move a cover in front of the lamp in the lamp
housing in order to switch between high and low beam.
In cars with Bi-Xenon lamps, the lamps are powered directly via the central electronic module (CEM) without
pulse width modulation.
To detect problems with the low beam, the central electronic module (CEM) reads the power consumption of
the circuit. If this falls below a certain threshold value a fault will be indicated. The general warning lamp lights
Lighting the headlight
It normally takes 3 seconds from activation at the light switch with the ignition on to the lamp lighting.
 As with normal headlights, the lamps remain off while the starter motor is cranking and come on once the
engine is running.
 On each occasion that voltage is supplied to the ballast 3 attempts, within 1 second, are made to light the
lamp.
RIGHT AND LEFT-HAND ASYMMETRIC LAMPS
Fig. 32: Identifying Right & Left-Hand Asymmetric Lamps

The right and left-hand asymmetric lamps are adjusted mechanically using a simple operation. A lever is
accessible when the rear cover on the headlight housing is opened.
A = left-hand asymmetric lamp
B = right-hand asymmetric lamp
AUTOMATIC HEADLIGHT LEVELLING

Fig. 33: Identifying Automatic Headlight Levelling

Motors integrated in the headlights regulate the beam range of the headlights.
The motors adjust the headlights vertically depending on load and road conditions to reduce the risk of dazzle.
The motors are regulated via signals from one position sensor at the rear axle and one at the front axle.
The position sensor are directly connected to the "master" gas discharge lamp module (GDL). The sensors
detect vehicle angle in different load conditions and transmit information to the "master" gas discharge lamp
module (GDL), which then sends control signals to the motors regulating beam range.
If there is a fault in the automatic headlight levelling for the Bi-Xenon lamps, the actuator motors will
automatically set the beam range to the shortest level.
There are diagnostics for the headlight levelling.
HEADLIGHT LEVELLING POSITION SENSORS (BI-XENON)

Fig. 34: Identifying Headlight Levelling Position Sensors (Bi-Xenon)

Cars with Bi-Xenon lamps have two position sensors so that the headlights can be adjusted automatically.
Vertical adjustment accounts for load and road conditions to reduce the risk of dazzle.
One position sensor is located next to the rear axle and is connected to the left rear control arm via a link
system. The other position sensor is located next to the right front axle and is connected to the right front
control arm via a link system.
Vehicle angle is measured by the sensors being actuated via the respective link system.
The position sensors are directly connected to the "master" gas discharge lamp module. The signals are received
by the "master" control module. If speed is above 5 km/h (3 mph), an average value is calculated. The processed
information is sent to the "slave" gas discharge lamp module (GDL) via LIN communication.
The position sensors are calibrated using VIDA (Volvo scan tool). The calibration is saved in the "master"
control module. The calibration needs to be repeated if the control module or a position sensor has been
replaced.
CALIBRATION
CAUTION: Position sensor calibration is required after work such as sensor

removal/installation, or replacement of a sensor, the control module, rear
axle, front axle, bushings, shock absorber or springs.
Calibrate using VIDA (Volvo scan tool).
Calibration must always be performed with the vehicle unlocked and stationary on a level surface.
There are diagnostics for the position sensors.
Beam adjustment is carried out conventionally (via adjustment screws by the headlight).
SAFETY
 In the event of a short-circuit on the high tension side the power supply cuts in less than 10 ms
 If the high voltage circuit is broken (such as due to an open circuit, defective bulb or no bulb in the lamp
socket), during each activation the system attempts to light the lamp for a period of 700 ms. During the
period, there is high voltage across the ballast.
 Approximate temperatures of components during operation: Ballast = 130 °C (265 °F), Bulb holder = 170
°C (340 °F), Bulb = 400 °C (750 °F).
 The glass body of the Bi-Xenon-lamp is filled with different gases and metal vapors which are under
pressure. The lamp can explode as it is under gas pressure.
WARNING: Follow the safety instructions and recommendations in VIDA carefully

when working with high voltage.
Use safety goggles when handling the bulb. Risk of explosion
The electrical system must be switched off before starting work.
Risk of burn injury. The components operate at very high temperatures.
HIGH VOLTAGE UNIT

Fig. 35: Identifying Bi-Xenon Lamp

 High voltage is required to light the Bi-Xenon lamp.

 A high voltage unit is connected to each Bi-Xenon lamp. This transforms 12-V voltage to the
approximately 24, 000 V required to light the lamp. Once the lamp is on, voltage is lowered to the
approximately 100 V required to keep the lamp lit.
 Each time voltage is supplied to the high voltage unit, an attempt is made to light the Bi-Xenon lamp. If
this voltage does not exceed 9.5 V during a time period of 200 ms, the lamp does not light. If voltage is
too low, such as after a voltage-consuming cold start, the lamp does not light just because the engine is
running and the alternator begins charging. A new attempt must be made to start the lamp by turning the
light switch to the "0" or parking light position and then back to the low beam position.
WARNING: Because of the high voltage it is important to follow the instructions for
working with Bi- Xenon lamps and the high voltage unit
All diagnostic communication regarding the gas discharge lamp module (GDL) is handled via the central
If the central electronic module (CEM) detects a fault in the headlight system, it stores a diagnostic trouble
code.
A fault detected during the last driving cycle is defined as permanent. Other faults that are detected are defined
as intermittent.
REPLACING THE GAS DISCHARGE LAMP MODULE (GDL)
If the gas discharge lamp module (GDL) (master) or any of the gas discharge lamp position sensors are
replaced, the position sensors must be calibrated.
After replacement with a new gas discharge lamp module (GDL) (master), diagnostic trouble codes CEM-8A20
and CEM-8A21 are generated. These codes are deleted automatically after position sensor calibration.
Calibration must always be performed with the vehicle unlocked and stationary on a level surface.
FUNCTION
HEADLIGHTS
Fig. 36: Identifying Headlights & Components

If the knob is in the correct position in the light switch module (LSM) (3/111), the central electronic module
(CEM) is instructed to light low beam.
The central electronic module (CEM) (4/56) powers the Bi-Xenon lamps directly via an output.
To switch to high beam, the left control stalk is pulled toward the steering wheel. A directly connected signal is
sent from the steering wheel module (SWM) (3/254) to the central electronic module (CEM), which passes on
the request to the "master" gas discharge lamp module (GDL) via LIN communication.
The "master" module passes on the request to the "slave" module via LIN communication. Both LIN control
module regulate the actuator motor (solenoid), which controls the position of the cover so that high beam is
obtained for the Bi-Xenon light.
The central electronic module (CEM) also transmits a CAN signal to the driver information module (DIM) (5/1)
to light the indicator lamp for high beam.
There is a Limp Home function which ensures that low beam still works if there is a fault in the control area
network (CAN). For Bi-Xenon lamps the beam is then set to the shortest range.
AUTOMATIC HEADLIGHT LEVELLING
Fig. 37: Identifying Automatic Headlight Levelling And Components

Automatic headlight levelling is controlled by the "master" gas discharge lamp module (GDL). The position
sensors (7/120-121) on the front and rear suspensions transmit signals to the "master" control module (4/112)
about the angle of the car in terms of the load conditions.
The "master" control module calculates the relevant angle for the headlights and sends the information to the
"slave" gas discharge lamp module (GDL) (4/113) via LIN communication.
The central electronic module (CEM) (4/56) receives a speed signal from the brake control module (BCM)
(4/16) via CAN communication. It then sends this signal on to the "master" control module via LIN
communication.
Once the position sensors have transmitted information on a change in vehicle angle, it takes about 9 seconds
until the beam range has been adjusted.
If speed is above 5 km/h (3 mph), an average value is calculated. The processed information is sent to the
"slave" gas discharge lamp module (GDL) via LIN communication.
Regulation when the vehicle is stationary
When the ignition is switched on, the position sensors are read and the headlight levelling motors adjust the
headlights.
Regulation when the vehicle is in motion
In the event of large angle changes while driving, the headlights are regulated. There is a built-in delay in the
system so that it does not react to momentary changes, such as unevenness in the road surface.
The actuator motors are then operated from the relevant gas discharge lamp module (GDL) via an analog signal,
where the signal level is set to the angle the lamps need to be set to.
SYSTEM OVERVIEW
BI-XENON HEADLIGHT SYSTEM

Fig. 38: Identifying Bi-Xenon Headlight System

1. Gas discharge lamp module (GDL) and ballast

2. High voltage unit
3. Bi-Xenon lamp
4. Actuator motor for automatic headlight levelling
5. Adjuster screws for vertical and lateral adjustment of beam
6. Position sensor, front and rear axle
7. Central electronic module (CEM)
8. Steering wheel module (SWM)
9. Light switch module (LSM)
Bi-Xenon headlight system
Bi-Xenon, a headlight system with projector module, is based on gas discharge technology. The system
combines high and low beam into the same lamp.
Due to legal requirements (regarding low beam) for this type of lamp, the vehicle must be equipped with
automatic headlight levelling.
There are two gas discharge lamp modules (GDL) - one for each headlight. The one located on the driver's side
of the vehicle serves as "master" and communicates with the central electronic module (CEM) via LIN
communication.
The other gas discharge lamp module (GDL) serves as "slave" and communicates with the "master" control
module via LIN communication.
The gas discharge lamp module (GDL) and ballast are integrated into a single unit and are mounted behind the
headlight in the wheel arch liner.
BALLAST
An electronic ballast is connected to each headlight. The ballast serves as a voltage regulator and generates
alternating current (AC).
The ballast and gas discharge lamp (GDL) module are integrated into a single unit.
The main tasks of the ballast are:
1. Light the bulb.

2. Regulate light during operation.
A initial voltage of about 24, 000 V for a very brief period (less than 1 ms) is required to light the bulb.
The ballast transforms the vehicle's 12 V (DC) to 1000 V (AC).
The high voltage contact amplifies the voltage an addition 25 times.
Once the bulb has been lit, voltage is regulated down to about 100 V, which is required to keep the bulb lit.
Power consumption: 10 W.
BI-XENON LAMP
The light source consists of a discharge tube surrounded by a glass that filters out harmful UV radiation.
 The discharge tube is filled with a blend of chemical compounds, including the inert gas Xenon.
 An electric arch is created through an electrical discharge between two tungsten electrodes.
 Because the lamp does not have a filament, it is less sensitive to bumps and vibrations.
 Bulb designation: D2S (special for projector modules).
 Power consumption: 35 W.
CAUTION: The bulb contains mercury (less than 0.5 mg), thus classifying it as
hazardous waste. Hazardous waste must be handled in accordance with
national legislation. See also Volvo Car Corporation's "Waste Management
Guidelines for Dealers."
Xenon vs. Halogen. Xenon:
 higher color temperature, which produces a whiter light

 better reflection of road signs and road markings
 has lower power consumption (about 2/3).
Lighting Information
 Daylight has a color temperature of about 5000 °K. The closer to natural light, the more restful the light is
to the eyes. A standard H4 bulb has a color temperature of about 3200 °K. The Volvo gas discharge bulb
has a color temperature of about 4200 °K.
 With the Bi-Xenon system, high and low beam generates the same light color. The human eye thus has an
easier time adjusting to switches between high and low beam.
GENERATOR (GEN) (2006-2012)

DESIGN
EXPLODED VIEW OF THE GENERATOR
Fig. 39: Identifying Generator Components

The main components of the generator consist of:

1. Stator
2. Rotor with slip rings
3. Integrated cooling fans
4. Rectifier bridge
5. Charge regulator
6. Carbon brushes
7. Pulley with freewheel.
Alternator 150 A has double stator windings and diodes.
GENERATOR TERMINALS
Fig. 40: Identifying Generator Terminals

Generator (GEN) terminals, 5 cylinder engine:
1. Screw terminal #1. B+ to the battery via the starter motor

2. Upper terminal #1. Not used
3. Center terminal #2. To the engine control module (ECM)
4. Lower terminal #3. Not used.
Generator (GEN) terminals, 4 cylinder engine:

1. Screw terminal #1. B+ to the battery via the starter motor

2. Upper terminal #1. To the engine control module (ECM)
3. Center terminal #2. To the engine control module (ECM)
4. Lower terminal #3. Reference voltage from the battery.
STATOR
Fig. 41: Identifying Stator

The stator is fixed and consists of grooved plates which are insulated internally and pressed together onto a
fixed plate unit. Stator winding coils are positioned in the grooves. They are delta connected at 120° and
provide a three phase alternating current to the rectifier bridge.
The 150 A generator (GEN) has double stator windings in one unit to maintain a constant high current.
ROTOR WITH SLIP RINGS

Fig. 42: Identifying Rotor With Slip Rings

The rotor consists of two halves (claw-poles) which interlock. The halves are pressed on the rotor shaft. There
are 16 claws on the rotor, i. e. 16 poles. One half has 8 north poles and the other half 8 south poles. The
excitation winding is secured on the rotor shaft between the claw-pole halves. The excitation winding (also
known as rotor winding) consists of a circular coil surrounded by the claw-poles and connected to the slip rings.
The charge regulator supplies a magnetic current through carbon brushes positioned against the slip rings. The
higher the current in the rotor the stronger the magnet field of the rotor, and therefore the higher the current
generated in the windings of the stator.
COOLING FANS
Fig. 43: Identifying Cooling Fans

The heat generated in the generator is, in principle, proportional to the current generated and must be directed
away to prevent damage to the insulation and diodes. The generator is therefore air cooled and two integrated
cooling fans are positioned on the rotor shaft.
RECTIFIER
Fig. 44: Identifying Rectifier

Alternating current (AC) is created in the generator stator windings. This must be converted to direct current
(DC) before it can be used in the electrical system of the car.
This conversion is made using a rectifier bridge which consists of six diodes, two diodes per phase winding.
Alternator 150 A with its double stator windings has twice the number of diodes, that is, 12 diodes. The diodes
are pressed into a diode holder.
CHARGE REGULATOR WITH CARBON BRUSHES

Fig. 45: Identifying Regulator

At the trailing edge, the alternator has an integrated welded-on charging regulator. For 5-cylinder engine, the
charging regulator is also called Alternator control module (ACM). It is possible to change the regulator. On the
regulator, bolted against the rotor's slip rings, there are brushes (carbon). The brushes can be changed separate
from the regulator.
Charge voltage
At room temperature a fully charged battery cell produces 2.12 V. A 12 V battery has 6 cells and therefore
produces 12.72 V when the battery is fully charged.
The battery has an internal resistance which must be exceeded before charging can take place. At room
temperature 0.2 V is required per cell, or 1.2 V for the entire battery. Therefore to charge a battery at room
temperature, 13.92 V (12.72 V+1.2 V) is required.
In cold conditions, the chemical reactions take place at a slower rate and the internal resistance increases. This
requires a higher voltage during charging to exceed the internal resistance.
The charge regulator, depending on how it is controlled by the engine control module (ECM)/central electronic
module (CEM), regulates the output voltage so that the battery receives optimal charge.
Charge regulator, 5 cylinder engines

For 5-cylinder engines the charging regulator (also called Alternator control module (ACM)) is connected to
Engine control module (ECM) and communicates via LIN-communication. Engine control module (ECM) then
communicates with Central electronic module (CEM) via the CAN-net when it comes to control of the
alternator.
The central electronic module (CEM) has internal functions to regulate the voltage level and the power
consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine
control module (ECM) and therefore the current/voltage generated by the generator (GEN).
The generator does not initially charge when the engine is started. The charge increases successively when the
engine has been started, controlled by Engine control module (ECM). When there is an increase in load at the
generator, the increase from 0 - 100% takes place over the course of a few seconds (this time varies slightly
depending on the operating mode the engine management system is in). This is to gradually increase the load on
the engine during the start-up phase and to ensure the engine starts.
If the engine speed (RPM) exceeds idle speed (the exact engine speed varies depending on the mode the engine
management system is in) during this delay, or if the progressive increase is interrupted, full charge is obtained
immediately.
If there is no communication with the charge regulator, the charge regulator will not start charging on start-up.
The charge regulator can however self magnetize the rotor and start charging. This occurs at engine speeds
greater than approximately 2100 RPM. There is no charge engagement by stages with self magnetization, the
generator operates at full charge immediately.
When self magnetizing has begun, the generator (GEN) also charges at engine speeds below 2100 RPM.
Charge regulator, 4 cylinder engines
Fig. 47: Identifying Generator (GEN), Engine Control Module (ECM) And Central Electronic Module
(CEM) Communication
On 4 cylinder engines the charge regulator is connected to both the engine control module (ECM) and the
battery. The engine control module (ECM) then communicates with the central electronic module (CEM) via
the controller area network (CAN) to regulate the generator (GEN).
NOTE: For vehicles with the function Regeneration of brake energy, alternator control
is different.
The central electronic module (CEM) has internal functions to regulate the voltage level and the power
consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine
control module (ECM) and therefore the current/voltage generated by the generator (GEN).
The communication between the charge regulator and the engine control module (ECM) occurs across two
cables using pulse width modulated (PWM) signals.
One cable is used to transmit information about the requested voltage (desired value) to the regulator from the
central electronic module (CEM) via the engine control module (ECM).
The second cable is used to transmit information about the generator (GEN) load from the regulator to the
central electronic module (CEM) via the engine control module (ECM). This cable is also used to transmit any
fault information.
A direct connection to the battery measures the drop in voltage between the generator (GEN) and battery so that
any such drop can be compensated for.
If the generated voltage exceeds or is below the pre-determined desired value, the regulator controls the current
to the rotor so that its magnetic field increases or is reduced, thus raising or lowering the voltage from the stator
windings as necessary. This process is repeated continually.
The alternator does not initially charge when the engine is started. The charge increases successively when the
engine has been started, controlled by Engine control module (ECM). When there is an increase in load at the
alternator, the increase from 0 - 100% takes place over the course of a few seconds (this time varies slightly
depending on the operating mode the engine management system is in). This is to gradually increase the load on
the engine during the start-up phase and to ensure the engine starts. If the engine RPM passes over idle RPM
(exact RPM varies slightly depending on which engine management system the vehicle has) during the delay or
the successive increase, the increase is cancelled and full charging is obtained immediately.
If the communication with the charge regulator is missing, the regulator will not start charging on start-up. The
charge regulator can however self magnetize the rotor and start charging. This begins however at engine speeds
above approximately 2000 RPM (the exact engine speed varies slightly depending on the engine management
system in the vehicle). There is no charge engagement by stages with self magnetization, the generator operates
at full charge immediately.
FREEWHEEL
Fig. 48: Identifying Freewheel

Certain generators are equipped with a freewheel between the rotor shaft and the pulley. The freewheel on the
pulley can be seen on the internal hexagonal section of the center of the pulley. Using the freewheel, the
generator rotor shaft can only rotate freely in one direction. This minimizes any jerking in the belt transmission.
FUNCTION
Output voltage from the generator (GEN) is calculated from the battery temperature in order to charge the
battery fully. To determine the temperature of the battery, a battery temperature gauge is connected to the
NOTE: For vehicles manufactured from week 05 2006, the battery temperature sensor
has been replaced by a new function in the central electronic module (CEM).
The central electronic module (CEM) calculates battery temperature based on
outside temperature, which is obtained from the outside temperature sensor.
CHARGING, 5 CYLINDER ENGINES
When the ignition key is turned to position II (and III), information is transmitted from the central electronic
module (CEM) to the charge regulator (alternator control module (ACM)) via the engine control module
(ECM).
The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the
current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the
rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator
windings.
Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle.
The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control
functions.
The desired value for charge voltage is transmitted from the central electronic module (CEM) to the charge
regulator via the engine control module (ECM). This value is based on factors such as the calculated battery
temperature. The regulator then operates so that the desired voltage is maintained at the battery.
The charge indicator lamp in the combined instrument panel is controlled by the driver information module
(DIM) via signals from the controller area network (CAN).
CHARGING, 4 CYLINDER ENGINES
When the ignition key is turned to position II (and III), information is transmitted from the central electronic
module (CEM) to the charge regulator via the engine control module (ECM).
The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the
current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the
rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator
windings.
Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle.
The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control
functions.
The desired charge voltage is transmitted from the central electronic module (CEM) to the charge regulator via
the engine control module (ECM). The regulator then operates so that the desired voltage is maintained at the
battery. A direct connection to the battery provides a reference so that the voltage of the battery can be
determined. This is to measure the drop in voltage between the generator (GEN) and battery so that any such
drop can be compensated for.
SYSTEM OVERVIEW
Fig. 49: Identifying Generator (GEN)

This document describes the basic principles of the design and function of the generator (GEN), irrespective of
the make.
The alternator's function is, during driving, to provide power consumers with current and to keep the battery
charged. The alternator is installed on the engine's leading edge and is driven from the crankshaft by a Poly-V-
belt. Adjustment of the belt tension is achieved by the automatic belt tensioner.
First of all the generator (GEN) creates an alternating current (AC) which is converted to a direct current (DC)
in the rectifier bridge.
At the trailing edge, the alternator has an integrated welded-on charging regulator. For 5-cylinder engine, the
charging regulator is also called Alternator control module (ACM). It is possible to change the regulator. On the
regulator, bolted against the rotor's slip rings, there are brushes (carbon). The brushes can be changed separate
from the regulator.
The alternator's output depends on the engine's RPM. At idle the alternator only delivers approx. half of max.
output. When driving at idle with many power users engaged, recharging of the battery may be affected
negatively, that is, the battery is not charged. In cold weather, the battery's capacity to take a charge is not as
good as it is at room temperature.
This means that idling the engine for a long time, with many power consumers engaged, the battery can be
discharged.
If the generator charge is cut, the power consuming components of the vehicle are only supplied with energy
from the battery, which means that the battery will eventually run flat.
The alternator and charge regulator are diagnosed by both the central electronic module (CEM) and the engine
NOTE: For vehicles with the function Regeneration of brake energy and its control of
the alternator.
GLOBAL POSITIONING SYSTEM MODULE (GPS) (2006-2007)

DESIGN
CONTROL MODULE
Fig. 50: Identifying Global Positioning System Module (GPS)

The global positioning system module (GPS) has a built-in 12 channel GPS receiver. The receiver is optimized
for a frequency of 1575.42 MHz.
The global positioning system module (GPS) transmits three signals:

 A received signal from the GPS satellites. Used by the multimedia module (MMM)
 A signal to the infotainment control module (ICM) indicating that the control module is awake.
 A combination signal to the Phone module (PHM). Current, received position is transmitted when it is
available, otherwise a calculated position is transmitted, based on the last known received position.
The navigation section of the multimedia module (MMM) calculates the position of the car based on the signals
it receives from the antenna and using an integrated three dimensional piezo electrical gyro.
If there is no or poor communication with the GPS satellites, for example when in a tunnel, the global
positioning system module (GPS) uses the information from other control modules for dead reckoning (i. e. to
calculate the position of the car).
The global positioning system module (GPS) requires the following to calculate the actual position:
 the information from the wheel rotation counters stored in the brake control module (BCM)
 information about back-up (reverse) gear from the transmission control module (TCM)
 information about whether the parking brake is applied from the driver information module (DIM)
 information about whether the brake pedal is pressed or not from the brake control module (BCM)
 information about the extent to which the traction control system is activated from the brake control
module (BCM)
 information about wheel size from the central electronic module (CEM).
All information is transmitted via the infotainment control module (ICM).
The navigation system needs signals from at least three GPS satellites to calculates the position of the car in two
planes. For three dimensional position reckoning, signals are required from at least four satellites. The position
is measured both vertically and horizontally. The antenna continuously transmits information about the position
of the car to the GPS receiver. The position is accurate to within a maximum of 25 meters from the position
calculated by both the GPS signal and dead reckoning. The accuracy is somewhat reduced when only dead
reckoning is used.
The fault increases with distance driven since the position was lost.
If there is signal interference, when traveling in tunnels or high rise areas for example, the accuracy may be
reduced slightly.
For the system to determine the position as exactly as possible, the system must differentiate between signals
coming directly the GPS satellites or those reflected by a high rise building for example.
When the ignition is switched off the power consumption of the GPS receiver must not exceed 0.1 mA. The
receiver stores important information, such as the last GPS signal received if the power is cut.
The system can endure temperatures between -40 °C and 85 °C.
The global positioning system module (GPS) checks the input and output signals through an integrated
diagnostic system.
NOTE: If the diagnostic information indicates a lost GPS signal, the signal should be
checked outdoors. This is because the signal may be blocked if the vehicle is
indoors.
ANTENNA
Fig. 51: Identifying Antenna

The global positioning system has an antenna. This antenna is a combined antenna for GPS and the carphone.
The antenna is powered with 4.75 ± 0.5 V by the GPS receiver, via a coaxial cable.
The antenna is on the roof.
been erased.
signals.
 GPS Received position, longitude. Indicates the received longitudinal position.

 GPS Received position, latitude. Indicates the received latitudinal position.
 GPS satellites accessible. Indicates the status of how many satellites the global positioning system
module (GPS) is in contact with.
The following status responses may be obtained when reading the available GPS satellites:
 Not available - no contact with satellites

 No fix - contact with satellites but unable to fix a position
 2D Fix- contact with a satellite, two-dimensional position fixing
 3D Fix- contact with a satellite, three-dimensional position fixing.
VIDA identifies control modules by reading off a number of codes from the control module memory.

 software P/N

New software can be downloaded into the global positioning system module (GPS). When ordering software,
the hardware and the software in the car is compared to the information in the Volvo central database. If the
After replacing a control module, the unique ID number of the control module must be programmed in the
FUNCTION
GPS RECEPTION
Fig. 52: Identifying GPS Reception

The GPS receiver receives signals from GPS satellites. The global positioning system module (GPS) (16/139)
sends the signals onwards via the MOST network to:
 multimedia module (MMM) (16/108)

 phone module (PHM) (16/60)

 infotainment control module (ICM) (16/1.2).
The signal to the multimedia module (MMM) is used to determine the position of the car. The signal to the
phone module (PHM) is used by Volvo On Call/Volvo On Call Plus to locate the car in the event of an
emergency.
The signals to the infotainment control module (ICM) is a confirmation that the control module is awake.
When starting from cold, the system must be able to determine the position of the car within 120 seconds. For
warm starting the position must be available within 40 seconds.
A cold start is when the system has had no power for a long period. A warm start is where the system has been
off for a shorter time, when the car has been in a short-stay car park for example. This does not apply to
locations without GPS reception, for example when the car is inside a garage.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 53: Locating Global Positioning System Module (GPS)

The global positioning system module (GPS) receives satellite signals to determine position.
The global positioning system module (GPS) is an option and is only used together with Volvo on Call and
when the vehicle is equipped with Multimedia module (MMM).
The global positioning system module (GPS) is on the left-hand side, by the rear wheel arch by the audio
module (AUD). On the C70 the Global positioning system module (GPS) is on the right-hand side, by the rear
wheel arch.
In C30, the global positioning system module (GPS) is located behind the right B-post.
The global positioning system has an antenna. This antenna is a combined antenna for GPS and the carphone.
The control module uses optical serial communication to communicate with other components on the MOST
network. This means that all communication with the Global positioning system module (GPS) is via the
infotainment control module (ICM).
trouble code (DTC) is stored if the control module detects a fault. Any diagnostic trouble codes (DTCs) are
stored in the control module memory. The data can be read off using VIDA (Volvo scan tool).
SIGNALS
The table below summarizes the input signals to and output signals from the global positioning system module
(GPS).
The signal types are divided into directly connected signals and MOST communication.
The illustration below (see Fig. 54) displays the same information with the Volvo component designations.

Antenna (16/47). -
 Multimedia module (MMM) (16/108)
 Phone module (PHM) (16/60).
Fig. 54: Identifying GPS & Components

HEADLAMP CONTROL MODULE (HCM) (2010-2012)

DESIGN
BI-XENON HEADLIGHT SYSTEM

Fig. 55: Exploded View Of Bi-Xenon Headlight System

Left headlamp control unit (LHCU) / Right headlamp control unit (RHCU) (only vehicles with
1
active headlights or GDL-lights)
2 Motor, headlight leveling
3 Lamp contact, high voltage
4 Bi-Xenon lamp
5 Internal headlight edge
6 Motor, high and low beams/active control
7 Ballast
Bi-Xenon, a headlight system with moveable reflector, is based on gas discharge technology. The system
combines high and low beam into the same lamp.
Due to legal requirements (regarding low beam) for this type of lamp, the vehicle must be equipped with
automatic headlamp leveling.
Xenon vs. Halogen
Xenon:
 higher color temperature, which produces a whiter light

 better reflection of road signs and road markings
 lower power consumption (approx. 65% lower).
Lighting Information
 Daylight has a color temperature of about 5000 °K. The closer to natural light, the less strain on the eyes.
Standard H4 bulb: 3200 °K. Volvo's gas discharge bulb: about 4200 °K.
 With the Bi-Xenon system, high and low beam generates the same light color. The human eye thus has an
easier time adjusting to switches between high and low beam.
BI-XENON LAMP
Fig. 56: Identifying Bi-Xenon Lamp

The light source consists of a discharge tube surrounded by a glass that filters out harmful UV radiation.
 The discharge tube is filled with a blend of chemical compounds, including the inert gas Xenon.
 An electric arch is created through an electrical discharge between two tungsten electrodes.
 Because the lamp does not have a filament, it is less sensitive to bumps and vibrations.
 Bulb designation: D1S.
 Power consumption: 35 W.
CAUTION: The Bi-Xenon bulb contains mercury (less than 0.5 mg), thus classifying it
as hazardous waste. Hazardous waste must be handled in accordance
with national legislation. See also Volvo Car Corporation's "Waste

Management Guidelines for Dealers."
POSITION SENSOR, HEADLAMP LEVELING
Fig. 57: Identifying Position Sensor & Headlamp Leveling

There are two position sensors to enable automatic adjustment of the headlights. Adjustment is vertical
depending on load and road conditions to reduce the risk of blinding glare for other drivers.
One position sensor is located next to the rear axle and is connected to the left rear control arm via a link
system. The other position sensor is located next to the right front axle and is connected to the right front
control arm via a link system.
Vehicle angle is measured by the sensors being actuated via the respective link system.
The position sensors are directly connected to Headlamp Control Module (HCM). Each position sensor has
three connections.
Two are used for voltage feed and ground.
One is used for signals about the vehicle's angle.
In ignition position II, level control is active and an average value of the vehicle's angle is calculated using the
sensors. At approx. 4 km/h, the dynamic level control is activated, which also performs fast corrections during
acceleration and braking. Speed must be above approx. 4 km/h, dark is also required.
The position sensor can be calibrated using the diagnostic tool. The calibration is saved in the headlamp control
module (HCM) and must be performed again upon replacement of the control module or position sensor.
There are diagnostics for the position sensors.
LEFT HEADLAMP CONTROL UNIT (LHCU)/RIGHT HEADLAMP CONTROL UNIT (RHCU) (VEHICLES WITH
ACTIVE HEADLAMPS ONLY)
Fig. 58: Identifying Left Headlamp Control Unit (LHCU) & Right Headlamp Control Unit (RHCU)
(Vehicles With Active Headlamps Only)
A control module is mounted under each light housing on vehicles with active headlights.
Headlamp Control Module (HCM) handles light beam control and active control of the light pattern using Left
headlamp control unit (LHCU) and Right headlamp control unit (RHCU). Active control means that the light
pattern is turned out to the left or right. Depending on the vehicle's speed and steering wheel angle, how fast and
how much the light pattern is turned out varies.
Information is transferred between the left headlamp control unit (LHCU), right headlamp control unit (RHCU)
and headlamp control module (HCM) via serial communication.
The lamp housing contains a sensor that indicates whether the light beam has been turned out to the right or left.
The left headlight control unit (LHCU) and right headlight control unit (RHCU) send this information to the
headlight control module (HCM).
If there is no communication with the Headlamp Control Module (HCM) or a fault arises in the left headlamp
control module (LHCU)and/or the right headlamp control module (RHCU), active control stops and in certain
cases also the light beam length control.
Then the light pattern goes to so-called "limp home"-mode, in order to not blind on-coming traffic.
NOTE: Do not adjust the headlight mechanically when the light pattern is in "limp
home"-mode.
The left headlight control unit (LHCU) and right headlight control unit (RHCU) can be diagnosed.
HIGH VOLTAGE UNIT
Fig. 59: Identifying Bi-Xenon Lamp And Graph

High voltage is required to light the Bi-Xenon lamp.
A high voltage unit is connected to each Bi-Xenon lamp. This transforms 12-V voltage to the approximately 24,
000 V required to light the lamp. Once the lamp is on, voltage is lowered to the approximately 100 V required
to keep the lamp lit.
Every time that voltage is supplied to the high voltage unit, an attempt is made to light the Bi-Xenon light. If
this voltage for a time of 200 ms does not exceed 9.5 V, the light is not lit.
If voltage is too low, e. g., after a power consuming cold start, then the light is not lit just because the engine
starts and the alternator begins to charge. Then a new start attempt for the light must be performed by turning
the control on the light switch to position "0" or parking light position, and then back to position"2" or "3".
For vehicles on the Canadian market, low beams are activated in all positions for the control on the light switch.
If the light is not lit due to the system voltage having been too low, the vehicle must be started again to make a
new attempt to activate the light.
WARNING: Because of the high voltage it is important to follow the instructions for
working with Bi- Xenon lamps and the high voltage unit
most recent operating cycle is defined as permanent. Other faults are defined as intermittent. An operating cycle
involves ignition on, the vehicle speed exceeding 20 km/h and the ignition being switched off.
memory.

 software P/N
 diagnostic software P/N (part of the software).
New software can be downloaded to the headlight control module (HCM).
When ordering software the vehicle's hardware and software are compared with Volvo's central database. If the
comparison is correct the software is downloaded to the control module.
Headlamp Control Module (HCM) is installed on a console on the left fender liner.
Upon control module replacement, the position sensor for headlamp leveling must be calibrated. This is done
via the vehicle communication input using the diagnostic tool.
FUNCTION
AUTOMATIC HEADLIGHT LEVELING
Fig. 60: Identifying Headlamp Control Module (HCM) & Components

Position sensors (7/120-121) on the rear and front wheel suspensions send information to Headlamp Control
Module (HCM) (4/114) about the vehicle's angle depending on load conditions, acceleration, and braking.
Headlamp Control Module (HCM) uses information from the position sensors to calculate current angle for the
headlights.
For vehicles with active headlights and GDL-lights, Headlamp Control Module (HCM) sends information bout
current angle to Left headlamp control unit (LHCU) and Right headlamp control unit (RHCU) via serial
communication.
The actuators are controlled from Left headlamp control unit (LHCU) and Right headlamp control unit
(RHCU).
ACTIVE HEADLAMPS (VEHICLES WITH ACTIVE HEADLAMPS ONLY)
Fig. 61: Identifying Active Headlamps (Vehicles With Active Headlamps Only)
Active headlights are an intelligent headlight system that optimizes lighting of the road surface at night by
expanding the light beam. The motorized headlights are controlled by the headlamp control module (HCM),
which retrieves signals from the CAN network and from directly connected sensors.
For the active headlight function to be enabled, the headlamp control module (HCM) (4/114) requires
information on the following: vehicle speed, current gear, light conditions and steering angle.
The headlight control module (HCM) receives information from the following control modules:
 Brake control module (BCM) (4/16) for information on vehicle speed

 Transmission control module (TCM) (4/28) for information on current gear (automatic transmission)
 Central electronic module (CEM) (4/56) for information from the reversing light switch (3/10) (manual
transmission)
 Central electronic module (CEM) (4/56) for information from the twilight sensor (7/12)
 Steering wheel module (SWM), (3/254), information about steering angle
The active headlamp function is only enabled if the following conditions are met:
 The vehicle must be in motion, that is, travel at a speed faster than 4 km/h.
 Reverse gear must not be engaged.
 No daylight light conditions.
In addition, active headlights have to be activated via Light switch module (LSM) (3/111).
When the function is active then Headlamp Control Module (HCM) receives continuous information about the
vehicle's speed and steering angle. The vehicle's speed comes from Brake control module (BCM) and
information about steering angle from Steering wheel module (SWM).
Using this information, the Headlamp Control Module (HCM) calculates current expansion of the light pattern.
LIGHTING BI-XENON LAMPS
There is normally a 3 second delay between activation with the light switch or ignition on and the Bi-Xenon
lamp coming on.
 As with normal headlamps, Bi-Xenon lamps remain off while the engine is cranking and come on once
the engine is running.
 Each time voltage is supplied to the ballast (from the central electronic module (CEM)), 3 1-second
attempts are made to light the Bi-Xenon lamp.
SAFETY
 In the event of a short-circuit on the high tension side the power supply cuts in less than 10 ms
 If the high voltage circuit is broken (such as due to an open circuit, defective bulb or no bulb in the lamp
socket), during each activation the system attempts to light the lamp for a period of 700 ms. During the
period, there is high voltage across the ballast.
 Approximate component temperatures during operation: Ballast = 130 °C (266 °F), Lamp holder = 170 °
C (338 °F), Bi-Xenon lamp = 400 °C (752 °F).
 The glass body of the Bi-Xenon-lamp is filled with different gases and metal vapors which are under
pressure. The lamp can explode as it is under gas pressure.
WARNING:  Follow the safety instructions and recommendations in VIDA

carefully when working with high voltage.
 Use safety goggles when handling the bulb. Risk of explosion
 The electrical system must be turned off before starting to work.
 Risk of burn injury since the components operate at very high

temperatures.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 62: Identifying Headlamp Control Module (HCM)

The primary task of the headlamp control module (HCM) is to manage the functions of:
 Automatic headlamp leveling (vehicles with Bi-Xenon lamps)

 Active headlamps (vehicles with active headlamps only)
The control module is installed on a console on the left fender liner. When replacing, remove the whole control
module from the vehicle.
Headlamp Control Module (HCM) communicates both with directly connected components, and with other
control modules via CAN-communication and LIN-communication.
The control module checks its calculations all performed activations as well as input and output signals with
integrated diagnosis. When the control module detects a problem, a diagnostic trouble code is generated.
Any diagnostic trouble codes are stored in the relevant control module memory. The data can be read off using
a diagnostic tool.
If the control module detects a problem, a diagnostic trouble code is registered in the control module's internal
memory. At the same time, a number of frozen values stored from the time when the problem occurred.
Depending on how serious the problem is, certain functions will be completely or partly disconnected. A
warnings or information text will be shown in the text display in the Driver information module (DIM).
If the vehicle is equipped with active headlights and these are activated (light switch in position "3"), the diode
in Light switch module (LSM) will flash.
Diagnostic trouble codes (DTCs) and frozen values (extended fault code information) can be read off using the
diagnostic tool via the data link connector (DLC) in the vehicle.
Ignition switch position II must be activated to check that the headlamp control module (HCM) is supplied
power and is grounded. If the headlights make a reference sweep, the headlamp control module (HCM) is
receiving power.
SIGNALS
The table below summarizes the input signals to and output signals from the headlamp control module (HCM).
The signal types are divided into directly connected signals, serial communication and CAN communication.
The illustration below (see Fig. 63) displays the same information with the Volvo component designations.
Input signals: Output signals:

 Position sensors (7/120-121)  Voltage feed position sensors (7/120-121)
 Left headlamp control unit (LHCU) / right
 Left headlamp control unit (LHCU) / right
headlamp control unit (RHCU) (only
headlamp control unit (RHCU) (only vehicles
vehicles with active headlights or GDL-
with active headlights or GDL-lights)
lights)
 Transmission Control Module (TCM) (4/28)
 Brake control module (BCM) (4/16)  Driver information module (DIM) (5/1).
 Steering wheel module (SWM) (3/254)  Central electronic module (CEM) (4/56)
 Central electronic module (CEM) (4/56)
Fig. 63: Identifying Headlamp Control Module (HCM) And Components

IMMOBILIZER/START INHIBITION (2006-2012)

DESIGN
The security system in the vehicle is a distributed system which is monitored by the central electronic module
(CEM). A number of other units and components are involved for the various functions.


The central electronic module (CEM) (4/56) is the master unit for the immobilizer. The central electronic
module (CEM), steering column lock module (SCL) and the engine control module (ECM) are linked by codes.
The central electronic module (CEM) is also programmed with codes for each ignition key that belongs to the
vehicle.
If the vehicle has an alcolock (option 2009-) installed, the code in the handset unit must also be programmed
into the Central electronic module (CEM) to work. The signal from the alcolock handset is received by the
Remote Receiver Module (RRX), which forwards the signal to the Central electronic module (CEM).
NOTE: The steering column lock module (SCL) is only available on model year 2004-
2008 for the USA/CDN market and model year 2004- for other markets.
The central electronic module (CEM) transits commands and signals to the other control modules included in
the system. The identity of the key is checked by the central electronic module (CEM) via the start control
module (SCU). In cars with the keyless entry locking system the identity of the key may also be checked by the
keyless vehicle module (KVM) via the antennas. The control module which validates the key depends on
whether the vehicle is being started passively or not. There is a communication circuit in the ignition key,
known as a transponder. The transponder has a unique identification code that must be learned by the central
electronic module (CEM) before the key can be used to start the vehicle. This learning process takes place
during installation at the factory. New keys can be added afterwards.
If there is a keyless vehicle module (KVM) installed in the vehicle, the central electronic module (CEM)
requests that it checks the identity of the key when the starter button is pressed.
The central electronic module (CEM) checks the relay for the fuel pump (FP). When the identity of the key and
all included components have been checked, the central electronic module (CEM) activates the fuel pump (FP)
after a command from the engine control module (ECM).
KEYLESS VEHICLE MODULE (KVM) (ONLY VEHICLES WITH THE KEYLESS LOCKING SYSTEM)
The keyless vehicle module (KVM) controls the keyless functions in the vehicle. The keyless vehicle module
(KVM) works together with the central electronic module (CEM) when checking the key identity
START CONTROL MODULE (SCU)

Fig. 66: Identifying Start Control Module (SCU)

The start control module (SCU) (3/1) is in the dashboard beside the steering wheel. The start control module
(SCU) contains a cylinder for the key, an antenna ring and four contact breakers. There is one contact breaker
for each of the three key positions (I-III) and one to indicate that the key is in the ignition switch.
The contact breaker for key in is designated Key-in contact breaker. The key-in contact breaker closes when the
key is inserted in the ignition and indicates to the central electronic module (CEM) that the car is about to be
started.
The antenna ring is activated by the central electronic module (CEM) when the signal from the key-in contact
breaker has been received. The antenna ring allows the central electronic module (CEM) to communicate with
the transponder in the ignition key.
The key does not need to be in the ignition switch if there is a keyless vehicle module (KVM) in the vehicle.
There is a starter button instead. The starter button must be pressed in before it can be turned from position 0 to
I. This activates the key-in switch. The identity of the key is then checked via the antennas in the passenger
compartment instead. These antennas are connected to the keyless vehicle module (KVM).
STEERING COLUMN LOCK MODULE (SCL)
Fig. 67: Identifying Steering Column Lock Module (SCL)

The steering column lock module (SCL) (4/102) checks the function of the steering wheel lock. The control
module is underneath the steering column inside the passenger compartment. The steering column lock module
(SCL) is directly connected to the central electronic module (CEM). The central electronic module (CEM)
transmits commands to the steering column lock module (SCL) when the steering lock needs to be locked or
unlocked. The communication between the steering column lock module (SCL) and the central electronic
module (CEM) is encrypted. Codes for the immobilizer function must be downloaded before the steering
column lock module (SCL) can work in the vehicle. This takes place when downloading software.
The steering column lock module (SCL) consists of:
 an electric motor
 a spring bolt
 a communication circuit
 a switch.
The steering column lock module (SCL) locks the steering wheel using the spring bolt. The spring bolt is
moved back and forth by the electrical motor. The position of the spring bolt is indicated by the contact breaker
in the steering column lock. The steering column lock module (SCL) transmits information at regular intervals
about the position of the spring bolt to the central electronic module (CEM). A diagnostic trouble code (DTC) is
stored in the central electronic module (CEM) if the spring bolt cannot be unlocked or its position cannot be
determined. A message will also be shown in the display on the driver information module (DIM).
HINT: If the steering wheel is loaded when trying to unlock the steering wheel lock, the motor for the
lock may be unable to unlock it (too much pressure on the spring bolt). An error message will be shown
in the display on the driver information module (DIM) if this is the case. If this should happen, move the
steering wheel slightly to reduce the pressure on the spring bolt, remove the ignition key and then re-
insert it.
The steering column lock module (SCL) is powered and grounded by the central electronic module (CEM).


The engine control module (ECM) (4/46) checks the relay for the starter motor and the ignition system. The
logic for the start inhibition system is also in the engine control module (ECM). The engine control module
(ECM) also transmits a command to the central electronic module (CEM) indicating when the fuel pump (FP)
can be activated. The functions are activated after:
 the ignition key has been approved

 the steering column lock is unlocked
 the communication check has been run with the central electronic module (CEM) and the brake control
module (BCM).
The engine control module (ECM) must be programmed with codes before it can work in the immobilizer
system. This takes place for the first time during assembly in the factory, and subsequently takes place in the
event the control module is replaced (when downloading software)
As a further safety precaution, the engine control module (ECM) reads off the serial number from the brake
control module (BCM). These numbers are compared with the number programmed into the engine control
module (ECM). The engine will not start if the numbers do not correspond. This means that these numbers must
be programmed into the engine control module (ECM) if it or the brake control module (BCM) has been
replaced. This takes place automatically when downloading software.
The engine control module (ECM) transmits the status of the engine (whether it is running or not) on the
controller area network (CAN). The central electronic module (CEM) uses this signal together with the signals
from the brake control module (BCM) and transmission control module (TCM) to determine whether the
steering wheel lock can be locked or not.
BRAKE CONTROL MODULE (BCM)

The brake control module (BCM) (4/16) transmits signals on the controller area network (CAN) about the
vehicle speed. The central electronic module (CEM) uses this signal or the corresponding signal from the
transmission control module (TCM) to determine whether the vehicle is moving. The central electronic module
(CEM) uses these signals together with the signals from the brake control module (BCM) and transmission
control module (TCM) to determine whether the steering wheel lock can be locked or not.
When deactivating the immobilizer system, the communication between the engine control module (ECM) and
brake control module (BCM) is checked. During this check, the engine control module (ECM) reads off the
serial number from the brake control module (BCM) and compares this with a number it has programmed. The
engine will not start if the numbers do not correspond.


The transmission control module (TCM) (4/28) transmits signals on the controller area network (CAN) about
the vehicle speed. The central electronic module (CEM) uses this signal or the corresponding signal from the
brake control module (BCM) to determine whether the vehicle is moving. The central electronic module (CEM)
uses these signals together with the signals from the brake control module (BCM) and transmission control
module (TCM) to determine whether the steering wheel lock can be locked or not.


The driver information module (DIM) (5/1) receives information from the central electronic module (CEM)
about which message is to appear in the display. A message will be displayed if there is a fault in any of the
checks run by the system.
The master unit for the immobilizer system is the central electronic module (CEM). This is also the module
which stores diagnostic trouble codes (DTC) for faults in the immobilizer system.
PROGRAMMING
The central electronic module (CEM), engine control module (ECM), keyless vehicle module (KVM) (cars with
the keyless entry system only) and steering column lock module (SCL) are linked together by codes to increase
the security of the immobilizer system. Codes must be programmed in when replacing a control module in order
for the vehicle to be started. The serial number of the brake control module (BCM) is also checked by the
engine control module (ECM) before it allows the engine to be started. The serial number of the brake control
module (BCM) must be entered into the engine control module (ECM) if the brake control module (BCM) or
engine control module (ECM) are replaced. This occurs automatically when downloading software into the new
control module.
PROGRAMMING IGNITION KEYS
Ignition keys can be added or erased. When programming keys for a vehicle, the transponder and remote
control are programmed at the same time. A maximum of 6 transponder IDs and their remote controls can be
programmed into the vehicle. The transponder and remote control IDs are stored in the central electronic
module (CEM) in cars without the keyless entry system. In cars with the keyless entry system, only the
transponder ID is stored in the central electronic module (CEM). The remote control ID and ID of the keyless
function is stored in the keyless vehicle module (KVM).
When programming keys, codes stored in the relevant control module memory are used to identify the key and
remote control.
The erase function is used when the customer wishes to prevent one or more keys from being used to start the
vehicle. The keys may have been stolen and could be traced back to the vehicle.
NOTE: The ignition key and remote control are integrated. Therefore the codes for the
remote control, keyless function (if applicable) and transponder must be
available when programming. If adding a key with passive functionality, three
codes must be programmed into the vehicle. These codes are programmed at
the same time. This means that a key that has been removed can be
programmed back to the same vehicle if all of these codes are available. The
codes can be found on the packaging in which the keys are delivered. If the
codes are not available, a new ignition key must be ordered. The remote
controls are identical in appearance, only the internal functionality differs.
Ensure that the "correct" remote control is programmed into the correct
vehicle.
Keys are programmed via the Software Manager.
FUNCTION
START INHIBITION
The start inhibition system is a comprehensive function of the security system. The start inhibition system
compiles a number of parameters from the various security functions in the vehicle and then determines whether
a start attempt is permitted. The checks that are run are:
 Checking depressed pedals.

 In the USA/CAN market, the clutch pedal must be pressed on vehicles with manual transmissions
 During passive starting (cars with the keyless entry system only), the brake pedal must be pressed
on vehicles with automatic transmissions or the clutch pedal on vehicles with manual
transmissions.
 Checking the position of the gear selector. On cars with automatic transmissions, the gear selector must
be in position P (park) or N (neutral).
 Checking the immobilizer. All checks run by the immobilizer must be OK.
Checking the steering column lock. The steering column lock must be unlocked.
The function for start inhibition is checked by the engine control module (ECM). This function is based entirely
on signals on the controller area network (CAN).
IMMOBILIZER SYSTEM
The immobilizer system prevents the car from being used if a non Volvo original key for that vehicle is used to
start the car. The identity of the key is checked electronically when the key is inserted. On cars with the keyless
system it is checked by the keyless vehicle module (KVM). If the key is not approved, the steering wheel lock
will not be unlocked and the engine will not start. The customer will not notice the function of the system as
long as a valid key is used an no fault occurs.
Remote-controlled immobilization
Applies for the English, Dutch, and Belgian market. A special version with stricter requirements is available for
the Brazilian market. Applies from and incl. structure week 201020.
On certain markets there is a function for remote-controlled immobilization and mobilization. The purpose of
the function is to nullify the vehicle's programmed keys in case the vehicle is stolen, for example. The vehicle
can be immobilized and mobilized either using Volvo On Call service center or via diagnostic commands in
VIDA (Volvo scan tool). For certain markets vehicles can only be mobilized by Volvo On Call service center.
If the vehicle is running when immobilization is requested, the vehicle is immobilized at the next start attempt.
Central electronic module (CEM) can, in certain markets, request immobilization if the module detects that
Phone module (PHM) does not answer to communication.
The function remote-controlled immobilization is diagnosed by Central electronic module (CEM).

Immobilization and mobilization of vehicles via diagnostic commands takes place via Phone module (PHM).
Fig. 72: Identifying Immobilizer System

Deactivation (only cars without the keyless entry)
When the key is inserted in the ignition switch, the key blade acts on the key-in switch. The key-in switch then
forwards 12V from the battery to the central electronic module (CEM) and to the communication circuit in the
start control module (SCU). The central electronic module (CEM) then activates the fuel pump (FP). When the
signal is received by the central electronic module (CEM), it sends this command to the start control module
(SCU) instructing it to check the key. The start control module (SCU) activates the antenna ring and reads off
an identification code from the key transponder. This code is transmitted to the central electronic module
(CEM) and compared with the codes programmed in the central electronic module (CEM).
If the vehicle has an Alcohol Analyzing Start Inhibitor (option 2009-), an approved breath test must be
performed in order for the Alcohol Analyzing Start Inhibitor handheld unit to send an approved signal to the
Central electronic module (CEM) via the Remote Receiver Module (RRX).
If the key is approved, the central electronic module (CEM) transmits a command to the steering column lock
module (SCL) to unlock the steering wheel lock. The vehicle cannot be started before the spring bolt in the
steering column lock module (SCL) is in the unlocked position. The immobilizer system contains several safety
functions to ensure that the steering wheel lock does not lock while driving.
When the steering wheel lock is unlocked, the communication between the central electronic module (CEM)
and engine control module (ECM) is checked. This is to ensure that the correct codes are programmed into both
control modules. The engine control module (ECM) also checks the identity of the brake control module (BCM)
by reading off its serial number. This number is compared with the number programmed into the engine control
module (ECM). If these checks are completed satisfactorily, the engine control module (ECM) activates the
ignition system. The engine control module (ECM) also transmits a command to the central electronic module
(CEM) to allow the fuel pump (FP) to continue to run. If a fault should occur or a check is not approved, the
engine control module (ECM) instructs the central electronic module (CEM) to deactivate the fuel pump (FP).
The engine control module (ECM) also checks the other parameters covered by the start inhibition function. If
all conditions are met, the engine control module (ECM) activates the relay for the starter motor. The engine
can then be started.
If any of the above steps should fail, the engine will not start and a message will be displayed in the driver
The immobilizer system has built-in diagnostic test modes (DTM) to ensure that the engine can be restarted
after unintentional stops.
Fig. 73: Identifying Passive Deactivation And Start (Only Cars With The Keyless Locking System)
Passive deactivation and start (only cars with the keyless locking system)
The key-in switch is activated when the starter button is pressed in. The keyless vehicle module (KVM) then
scans for a passive key inside the vehicle. At the same time, the central electronic module (CEM) transmits an
encrypted request to the keyless vehicle module (KVM). This request is responded to only if an approved
passive key has been registered. If a key is found, the keyless vehicle module (KVM) checks that the key is
approved. If this is the case, the keyless vehicle module (KVM) transmits a response to the central electronic
module (CEM) indicating that the key is approved.
If a passive key is not registered, the keyless vehicle module (KVM) will transmit a negative response to the
central electronic module (CEM). The central electronic module (CEM) will then transmit a request to the start
control module (SCU) instead to search for a transponder. The central electronic module (CEM) will approve
the key if a transponder is found.
If the key is approved, the central electronic module (CEM) transmits a command to the steering column lock
module (SCL) to unlock the steering wheel lock. The vehicle cannot be started before the spring bolt in the
steering column lock module (SCL) is in the unlocked position. The immobilizer system contains several safety
functions to ensure that the steering wheel lock does not lock while driving.
When the steering wheel lock is unlocked, the communication between the central electronic module (CEM)
and engine control module (ECM) is checked. This is to ensure that the correct codes are programmed into both
control modules. The engine control module (ECM) also checks the identity of the brake control module (BCM)
by reading off its serial number. This number is compared with the number programmed into the engine control
module (ECM). If these checks are completed satisfactorily, the engine control module (ECM) activates the
ignition system. The engine control module (ECM) also transmits a command to the central electronic module
(CEM) to activate the fuel pump (FP). The engine control module (ECM) also checks the other parameters
covered by the start inhibition function. If all conditions are met, the engine control module (ECM) activates the
relay for the starter motor. The engine can then be started.
If any of the above steps should fail, the engine will not start and a message will be displayed in the driver
The immobilizer system has built-in diagnostic test modes (DTM) to ensure that the engine can be restarted
after unintentional stops.
Activation
The immobilizer system is activated when the ignition is switched off. The engine cannot be started when the
system is activated. The engine control module (ECM) then deactivates the ignition system and the relay for the
starter motor. The central electronic module (CEM) deactivates the fuel pump (FP) and sends a command to the
steering column lock module (SCL) to lock the steering wheel lock. As a safety precaution, the steering wheel
lock cannot be locked before the central electronic module (CEM) receives an indication that the vehicle is
stationary and the engine off. The engine control module (ECM) transmits the status of the engine to the central
electronic module (CEM). The central electronic module (CEM) uses the signals on the controller area network
(CAN) from the brake control module (BCM) or transmission control module (TCM) to check that the vehicle
is not moving.
KEY LOCK
The key lock function is part of the security system. This function means that the key cannot be removed from
the ignition switch (it cannot be turned from position I to 0) if the gear selector is not in the park (P) position.
This applies only to vehicles with automatic transmissions.
This function is checked by the central electronic module (CEM). The start control module (SCU) contains a
coil which is powered by the central electronic module (CEM). The central electronic module (CEM) receives a
signal from the transmission control module (TCM) indicating the position of the gear selector. The key can be
turned when the coil has been activated. The key cannot be turned if the coil is not activated.
KEY WARNING
The key warning function is part of the security system (applies to USA/CAN only). The components in the
function are the central electronic module (CEM) and the driver information module (DIM). The warning is
activated if the driver's door is opened while the key is in the ignition switch. A contact breaker in the lock unit
in the driver's door indicates that the door has been opened.
If the system for keyless functions is installed, the antennas inside the vehicle are activated each time the
driver's door is opened. The system then scans for the key which was used to start the vehicle. A warning
message is displayed in the driver information module (DIM) if this key is not found. The engine will continue
running, but if the key is turned to position 0 the engine will not start again if there is not another valid key
inside the vehicle.
STEERING COLUMN LOCK
The central electronic module (CEM) and steering column lock module (SCL) are part of the steering wheel
lock function. The power supply to the steering column lock module (SCL) is controlled by the central
electronic module (CEM). The steering column lock module (SCL) also receives commands from the central
electronic module (CEM) to lock or unlock the steering wheel lock. The function of the steering wheel lock is
limited when the vehicle is stationary and the engine is off.
While the vehicle is being driven, the central electronic module (CEM) monitors the communication cable to
the steering column lock module (SCL). If the central electronic module (CEM) detects that the steering column
lock module (SCL) starts communicating when it should not be powered, the central electronic module (CEM)
will display an warning message in the driver information module (DIM) and will attempt to disengage the
steering column lock.
Unlocking
If the keyless vehicle module (KVM) (cars with the keyless entry system only) and central electronic module
(CEM) receive a signal from the key-in switch, the identity of the key is checked. This is done either via the
keyless system or via the ignition switch. At the same time, the central electronic module (CEM) activates the
power supply to the steering column lock module (SCL). After approved validation of the key, the central
electronic module (CEM) checks that the engine is not running via CAN signals from the engine control module
(ECM). The central electronic module (CEM) also checks that the vehicle is not moving via the CAN signals
from the brake control module (BCM) or transmission control module (TCM). If the conditions are met, the
central electronic module (CEM) transmits an unlock command to the steering column lock module (SCL). The
steering column lock module (SCL) then attempts to unlock the steering wheel lock. If everything is OK, the
steering column lock module (SCL) transmits two signals back to the central electronic module (CEM). One
signal indicates that the steering column lock module (SCL) has not detected any internal faults and is
functioning as intended. The other signal indicates that the spring bolt has moved to the unlocked position. The
central electronic module (CEM) will then store an internal value for successful unlocking and then continues
with the checks for the immobilizer system.
If the steering wheel lock does not unlock the first time, the steering column lock module (SCL) will make a
further two unlocking attempts. If these also fail, the steering column lock module (SCL) will transmit a
message about the fault to the central electronic module (CEM). The central electronic module (CEM) will then
store a diagnostic trouble code (DTC) and the checks for the immobilizer system will be cancelled. It will not
then be possible to start the engine.
Locking
The following applies to vehicles without the keyless entry system
While the vehicle is in use, the central electronic module (CEM) checks the input signals from the contact
breakers for the start control module (SCU) which indicate the position of the ignition key. When the central
electronic module (CEM) detects via these contact breakers that the ignition key has been turned to the 0
position and removed from the ignition, the central electronic module (CEM) initiates a locking sequence.
The following applies to vehicles with the keyless entry system
While the vehicle is in use, the central electronic module (CEM) checks the input signals from the contact
breakers for the start control module (SCU) which indicate the position of the starter button. When the central
electronic module (CEM) detects, via these contact breakers, that the starter button has been turned to the 0
position and the key-in switch has been deactivated, the central electronic module (CEM) is ready to initiate a
locking sequence. During passive starting, the steering column lock is not engaged before the driver's door is
opened for safety reasons.
The central electronic module (CEM) then checks that the engine is not running via the CAN signals from the
engine control module (ECM). The central electronic module (CEM) also checks that the vehicle is not moving
via the CAN signals from the brake control module (BCM) or transmission control module (TCM). If the
conditions are met, the central electronic module (CEM) powers the steering column lock module (SCL) and
then transmits a lock command to it. The steering column lock module (SCL) sends signals back indicating
whether locking was successful or not. The central electronic module (CEM) will store a diagnostic trouble
code (DTC) if locking has failed after 3 attempts.
SYSTEM OVERVIEW
Fig. 74: Identifying Start Inhibition Components

The start inhibition system is a comprehensive function of the vehicle security system. The logic for start
inhibition is in the engine control module (ECM). The system for start inhibition reads off a number of values
from the controller area network (CAN). These values are used to determine whether the criteria for the engine
control module (ECM) to activate the starter motor are met. The system for start inhibition reads off whether the
immobilizer check is OK or not. For further information, see section: START INHIBITION
There are a number of functions in the car's security system:
 Immobilizer
 Steering wheel lock
 Key lock
 Key warning.
 Alcolock (option 2009-)
 Remote-controlled immobilization (2010-, option, only certain markets)
The various functions depend on different control modules and components.

The following are included in the immobilizer system:

 Keyless vehicle module (KVM) (only vehicles with the keyless entry system)
 Steering Column Lock Module (SCL) (does not apply to USA/CDN market for 2009-).
 Engine control module (ECM)
 Brake control module (BCM)
 Phone module (PHM) (only vehicles with remote-controlled immobilization).
The following are included in the steering column lock system:

 Steering Column Lock Module (SCL) (does not apply to USA/CDN market for 2009-).
 Engine control module (ECM)
 Brake control module (BCM)
 Transmission control module (TCM)
The following are included in the key lock system:

 Transmission control module (TCM)
The following are included in the key warning system:

The alcolock system (option 2009-) includes:

For further information about the different functions, see: FUNCTION
Definitions:
Activated system: The system means that the vehicle cannot be started.
to start.
SIGNALS
The tables below summarize the input and output signals to the units in the system for the immobilizer. The
signal types are divided into directly connected signals, serial communication and controller area network
CENTRAL ELECTRONIC MODULE (CEM) (4/56)

Signal (12V) from the key-in switch when the  Voltage supply to the Steering Column Lock
key is in the ignition Module (SCL) (does not apply to USA/CDN
 Input signals from the switches for the
market for 2009-).
different key positions (I, II, III) in the  Ground connection to the coil for the key lock
ignition switch. function in the ignition switch.
 Switch at the clutch pedal which indicates
when the pedal is pressed (USA/CAN only,
vehicles with manual transmissions).
Start control module (SCU) for

 Start control module (SCU) for
communication with the key
communication with the key
 Steering Column Lock Module (SCL) with
 Steering Column Lock Module (SCL) for
information about the steering column lock
locking and unlocking commands (does not
status (does not apply to the USA/CDN
apply to the USA/CDN market for 2009-).
market for 2009-).
 Remote Receiver Module (RRX) for
 Remote Receiver Module (RRX) for
communication with keys and the alcolock's
communication with keys and the alcolock's
(option 2009-) handset unit (only vehicles
(option 2009-) handset unit (only vehicles
without the keyless lock system).
without the keyless lock system).
Via CAN communication (LS-CAN): Via CAN communication (LS-CAN):
Driver information module (DIM) for

 Keyless vehicle module (KVM) to check the displaying messages.

identity of the key and approve vehicle start  Keyless vehicle module (KVM) to check the
(only vehicles with the keyless entry system). identity of the key and approve vehicle start
 Phone module (PHM) (16/60) (only vehicles (only vehicles with the keyless entry system).
with remote-controlled immobilization).  Phone module (PHM) (16/60) (only vehicles
with remote-controlled immobilization).
Via CAN communication (HS-CAN): Via CAN communication (HS-CAN):
 Engine control module (ECM) with  Engine control module (ECM) for
information about the engine status and for communication and checking identity.
the immobilizer function.
 Brake control module (BCM), with
information about the vehicle's speed.

 Transmission control module (TCM) with
information about vehicle speed and the
position of the gear selector.
KEYLESS VEHICLE MODULE (KVM) (4/93) (ONLY VEHICLES WITH THE KEYLESS LOCKING
SYSTEM)
 Lock buttons on the handles on the side doors,  Internal antenna 1, for communication with a
for locking. key in the passenger compartment
 Unlocking switch in the handles on the side  Internal antenna 2, for communication with a
doors, indicates that the door handle has been key in the passenger compartment
pulled out  Antenna in the cargo compartment, for
 Unlocking contact breaker for the cargo communication with keys
compartment, indicates that the unlock button  External antenna left front, for
is pressed in. communication with key
 Quick lock motor contact breaker in the side  External antenna right front, for
doors, the motors can be activated communication with key
 Key-in contact breaker, indicates that the start  External antenna left rear, for communication
knob is pressed in. with key
 Central electronic module (CEM), signal  External antenna right rear, for
which indicates that the brake pedal is pressed communication with key
 Clutch switch (MAN), indicates that the  External rear antenna, for communication
clutch pedal is pressed with keys
 Quick lock motor left front, for opening the
door.
 Quick lock motor right front, for opening the
door.
 Quick lock motor left rear, for opening the
door.
 Quick lock motor right rear, for opening the
door.
 Remote keyless entry (RKE) receiver (4/103),  Remote keyless entry (RKE) receiver (4/103),
for receiving data from keys. control commands
 Infotainment control module (ICM) (16/1)  Driver information module (DIM) (5/1).
when changing customer parameters.
Infotainment control module (ICM) (16/1)
STEERING COLUMN LOCK MODULE (SCL) (4/102) (DOES NOT APPLY TO USA/CDN MARKET
FOR 2009-).
 Power supply from the central electronic
-
module (CEM).
 Central electronic module (CEM) for
communication when locking and unlocking
 Central electronic module (CEM) for the steering column lock.
communication when locking and unlocking
the steering column lock.  Central electronic module (CEM) for
information about the status of the steering
column lock.
START CONTROL MODULE (SCU) (3/1)

 Power supply from the key-in switch. -
 Central electronic module (CEM) for  Central electronic module (CEM) for
communication with the key. communication with the key.
ENGINE CONTROL MODULE (ECM) (4/46)

 Serial number from the Brake control module  Information about the engine status
(BCM).  Communication with the central electronic
 Communication with the central electronic module (CEM) during start attempts.
module (CEM) during start attempts.  Communication with the brake control
module (BCM) during start attempts.
BRAKE CONTROL MODULE (BCM) (4/16)

 Inquiry about the serial number from the  Information about vehicle speed.
engine control module (ECM) during start  Serial number and P/N to the engine control
attempts. module (ECM).
TRANSMISSION CONTROL MODULE (TCM) (4/28)

-  Information about vehicle speed.
 Information about the position of the gear

selector.
DRIVER INFORMATION MODULE (DIM) (5/1).

 From the central electronic module (CEM)
-
with information about which message must
be displayed.
PHONE MODULE (PHM) (16/60)

 From Central electronic module (CEM) (4/56)  To Central electronic module (CEM) (4/56)
with information on remote-controlled with information on remote-controlled
immobilization. immobilization.
INFOTAINMENT CONTROL MODULE (ICM) (2006)

DESIGN
DISPLAY/PRINTED CIRCUIT BOARD


The infotainment control module (ICM) consists of a display and printed circuit board. The display is connected
via a cable direct to the printed circuit board.
The display shows information about the function which is active. It also displays information when selecting
functions and preferences for the system. The graphic display consists of a field with 128*64 pixels.
The printed circuit board has an input for display and input and outputs for:
 power supply
 ground
 The controller area network (CAN)
 LIN communication and
 the MOST network.
The processor for the infotainment control module (ICM) is on the printed circuit board. Therefore the printed
circuit board contains all the functionality and logic for the infotainment control module (ICM). The printed
circuit board also stores the software for the infotainment control module (ICM).
REMOTE CONTROLS
Fig. 76: Identifying Infotainment System Remote Control

There is a remote control for the infotainment system. It is used for remote control of the navigation system.
The remote control can be used to activate most of the functions that are controlled via the keypads on the
climate control module (CCM)and via the buttons on the steering wheel.
The remote control transmits signals via the IR signals to the receiver unit which is located in the grille for the
center loudspeaker in the dashboard. The signals then continue via the directly connected cable to the
infotainment control module (ICM) which controls the selected function.

A diagnostic trouble code (DTC) is stored if the control module detects a fault. This control module can store up
to six diagnostic trouble codes (DTCs), the three first and the three latest.
(OBD) system can identify 35 different faults in the infotainment control module (ICM). These are stored as
diagnostic trouble codes (DTCs). This function can also be used to read off whether the fault is still present
(permanent) or whether it has now ceased (intermittent) after the diagnostic trouble code (DTC) has been
stored.
be obtained graphically or digitally.
For further information, see: DESCRIPTION OF PARAMETERS
This function can be used to activate components/functions which affect the infotainment control module
(ICM).
For further information, see: DESCRIPTION OF ACTIVATIONS
READING OFF STATIC DATA

 software P/N

For further information, see: DESCRIPTION OF FROZEN VALUES
EXPLANATION
was stored.
DISTANCE, VALUE
(DTC) was stored.

TIME, VALUE
ON-BOARD DIAGNOSTIC SYSTEM (OBD SYSTEM)
Indicates the status of the most recent diagnostic.
 OK = There are no faults in the MOST network

 Poor = The infotainment control module (ICM) receives a signal on the MOST network but cannot
decode it
 Pos 0 - 8 = An open-circuit has been detected in the specified position in the network.
MOST LOCKED
The status indicates whether the MOST network is closed and communication possible.
P/N, INVALID CONTROL MODULE
The value indicates the P/N of the invalid control module in the MOST network.
SERIAL NUMBER, INVALID CONTROL MODULE
The value indicates the serial number of the invalid control module in the MOST network.
New software can be downloaded into the infotainment control module (ICM). When ordering software, the
The infotainment control module (ICM) is in the center console. The control module must be removed from the
center console to be replaced.
Select reload of CAN network for a total reload of the software in the vehicle.
FUNCTION
CONTROLLING FUNCTIONS
Fig. 77: Identifying CCM-ICM Communication

The infotainment control module (ICM) (16/1) does not have its own keypad. All user communication with the
infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112). The
signals from the keypad unit are transmitted via the controller area network (CAN).
CONTROLLING THE FUNCTIONS USING THE STEERING WHEEL BUTTONS

Fig. 78: MOST Network Control Module Diagram

The steering wheel buttons connected to the steering wheel module (SWM) (3/254) can be used to control:
 volume control and CD track / radio selection

 menu selection for traffic information
 volume control for handsfree calls and the menu selection for the phone module (PHM).
The signals from the steering wheel buttons are transmitted to the steering wheel module (SWM) with LIN
communication. The steering wheel module (SWM) transmits the signals on to the Infotainment Control
Module (ICM) (16/1) using LIN communication. The infotainment control module (ICM) in turn transmits the
signals on to the affected control module on the MOST network.
FUNCTIONS CONTROLLED BY THE INFOTAINMENT CONTROL MODULE (ICM)
Security on MOST

The function Security on MOST prevents unapproved control modules in the infotainment system from being
installed in the vehicle. This is to prevent the theft of units.
The function is controlled by the infotainment control module (ICM). The infotainment control module (ICM)
checks the serial numbers of all the control modules in the MOST network and compares these with a stored
list. The infotainment control module (ICM) retrieves data about the serial number of the control modules via
the MOST network. The infotainment control module (ICM) compares the information with the stored serial
numbers.
If a control module is not in the stored list, it is disconnected from the MOST network and the functionality of
this control module is blocked. This means that control modules in the MOST network cannot be moved from
one vehicle to another.
A diagnostic trouble code (DTC) is stored in the infotainment control module (ICM) if a control module in the
stored list gives the incorrect response.
SYSTEM OVERVIEW


The infotainment control module (ICM) acts as a gateway between the CAN and MOST networks. It also acts
as the master control module in the MOST network and checks the other control modules.
The infotainment control module (ICM) consists of a display / printed circuit board. There is also a remote
control for the infotainment control module (ICM).
The infotainment control module (ICM) controls functions run on the MOST network via its user interface. The
command is transmitted from the infotainment control module (ICM) to the other control modules in the
network. These implement the requested functions, for example sound playback, changing sound sources and
radio settings.
The infotainment control module (ICM) also controls the Security function on MOST.
The infotainment control module (ICM) is in the center console. The control module is removed from the center
console for replacement.
The infotainment control module (ICM) communicates with other control modules via:
 CAN communication
 MOST communication.
MOST communication is via a fiber optic communication link.

diagnostic trouble code (DTC) is stored if the infotainment control module (ICM) detects a fault.
A simple way to ensure that the infotainment control module (ICM) is powered and grounded is to check that
the display is lit when the ignition key is in positions I or II.
SIGNALS
The table below summarizes the input signals to and output signals from the infotainment control module
(ICM). The signal types are divided into infrared signals (IR), MOST communication, LIN communication and
CAN communication. The illustration below (see Fig. 81) displays the same information with the Volvo
component designations.

Via infrared signals: Via infrared signals:
 Remote control.
-
AM/FM tuner module (AFM) (16/94)  AM/FM tuner module (AFM) (16/94)
 Audio module (AUD) (16/105)  Audio module (AUD) (16/105)
 Multimedia module (MMM) (16/108)  Multimedia module (MMM) (16/108)
 Media Player Module (MPM) (16/107)  Media Player Module (MPM) (16/107)
 Integrated audio module (IAM) (16/1)  Integrated audio module (IAM) (16/1)
 Global positioning system module (GPS)  Global positioning system module (GPS)
(16/139) (16/139)
 Traffic message channel module (TMC)  Traffic message channel module (TMC)
(16/49) (16/49)
 Phone module (PHM) (16/60)  Phone module (PHM) (16/60)
 Subwoofer module (SUB) (16/79).  Subwoofer module (SUB) (16/79).

Steering wheel module (SWM) (3/254). -
 Accessory electronic module (AEM) (4/78)  Central electronic module (CEM) (4/56)
 Brake control module (BCM) (4/16)
 Engine control module (ECM) (4/46)
 Supplemental Restraint System Module
(SRS) (4/9)
 Climate Control Module (CCM) (3/112).
Fig. 81: Identifying Infotainment Control Module (ICM) And Components


DESIGN


 power supply
 ground

REMOTE CONTROL

climate control module (CCM) and via the buttons on the steering wheel.
center speaker in the dashboard. The signals then continue via the directly connected cable to the infotainment
control module (ICM) which controls the selected function.
to 6 diagnostic trouble codes (DTCs), the three first and the three latest.
stored.
Diagnostic trouble codes can only be erased once all the diagnostic trouble codes have been read out at least
once.
(ICM).
memory.

 software P/N
Fig. 84: Identifying Climate Control Module (CCM) And Infotainment Control Module (ICM)
Communication
The infotainment control module (ICM) (16/1.2) does not have its own keypad. All user communication with
the infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112).
The signals from the keypad unit are transmitted via the controller area network (CAN).

Fig. 85: Identifying Functions Using The Steering Wheel Buttons


SECURITY ON MOST
Fig. 86: Identifying Security On Most

numbers.
SYSTEM OVERVIEW
CONTROL MODULE

radio settings.
SIGNALS

Remote control -
Audio module (AUD) (16/105)
 Audio module (AUD) (16/105)
 Integrated audio module (IAM) (16/1)
 Global positioning system module (GPS)
(16/139)
(16/139)
 Traffic message channel module (TMC)
 Traffic message channel module (TMC) (16/49)
(16/49)
 Remote Digital Audio Receiver (RDAR)
(16/145)
(16/145)
 Steering wheel module (SWM) (3/254). -
Via CAN communication: Via CAN communication:

 Accessory electronic module (AEM) (4/78)
 Engine control module (ECM) (4/46)  Central electronic module (CEM) (4/56)
 Supplemental Restraint System Module (SRS)
(4/9)
Fig. 88: Identifying ICM And Components


DESIGN


 power supply
 ground
REMOTE CONTROL

climate control module (CCM) and via the buttons on the steering wheel.
stored.
(ICM).
memory.

 software P/N
FUNCTION
Fig. 91: Identifying Climate Control Module (CCM) And Infotainment Control Module (ICM)
Communication
The infotainment control module (ICM) (16/1.2) does not have its own keypad. All user communication with
the infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112).
The signals from the keypad unit are transmitted via the controller area network (CAN).
Fig. 92: View Of Controlling The Functions Using The Steering Wheel Buttons

Module (ICM) (16/1.2) using LIN communication. The infotainment control module (ICM) in turn transmits the
SECURITY ON MOST
Fig. 93: Identifying Most Network (2008)

numbers.
SYSTEM OVERVIEW
CONTROL MODULE

radio settings.
SIGNALS

Remote control -
Audio module (AUD) (16/105) Audio module (AUD) (16/105)
 Multimedia module (MMM) (16/108)  Multimedia module (MMM) (16/108)
 Integrated audio module (IAM) (16/1)  Integrated audio module (IAM) (16/1)
 Phone module (PHM) (16/60).  Phone module (PHM) (16/60).
 Subwoofer module (SUB) (16/79)  Subwoofer module (SUB) (16/79)
 Remote Digital Audio Receiver (RDAR)  Remote Digital Audio Receiver (RDAR)
(16/145) (16/145)
 Accessory USB unit (AUU) (4/124)  Accessory USB unit (AUU) (4/124)

(4/9).
Fig. 95: Identifying Infotainment Control Module (ICM) (2007) & Components
INFOTAINMENT CONTROL MODULE (ICM) (2009-2012)

DESIGN


 power supply
 ground
 CAN-network (Controller Area Network)
 LIN-communication
REMOTE CONTROL

The remote control can be used to activate most of the functions which can be controlled via the keypad units
on the climate control module (CCM) and via the buttons on the steering wheel.
stored.
(ICM).
memory.

 software P/N

FUNCTION
Fig. 98: Identifying Infotainment Control Module (ICM) & Climate Control Module (CCM)
The infotainment control module (ICM) (3/281) does not have its own keypad. All user communication with the
infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112). The
signals from the keypad unit are transmitted via the controller area network (CAN).
Fig. 99: Controlling The Functions Using The Steering Wheel Buttons

 volume control during a hands free call and menu selection for phone module (PHM) (16/60) and
Bluetooth phone module (BPM) (16/147).
SECURITY ON MOST
Fig. 100: Identifying Optical Network

numbers.
SYSTEM OVERVIEW
CONTROL MODULE

radio settings.
 LIN-communication
SIGNALS

Remote control -
 Subwoofer module (SUB) (16/79) (only
 Subwoofer module (SUB) (16/79) (only C70)
C70)
(16/145)
(16/145)
 Accessory USB unit (AUU) (4/124)
 Accessory USB unit (AUU) (4/124)
 Bluetooth phone module (BPM) (16/147)

(4/9)
 Climate control module (CCM) (3/112)
Fig. 102: Identifying Infotainment Control Module (ICM) & Components

INTEGRATED AUDIO MODULE (IAM) (2006)

DESIGN
CONTROL MODULE
Fig. 103: Locating Integrated Audio Module (IAM)

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and
they are replaced together.
The infotainment control module (ICM) display shows the current status of the integrated audio module (IAM).
ANTENNAS

The integrated audio module (IAM) is connected to an AM and FM antenna system. This consists of a main
antenna, an FM sub-antenna and an AM antenna. The antennas are connected to an antenna amplifier. The
antenna amplifier has two channels: one for the FM main antenna and the AM antenna and another for the FM
sub-antenna.
Both channels are connected to the integrated audio module (IAM) via a coaxial cable.
REMOTE CONTROL
Fig. 105: Identifying Steering Wheel Buttons

Remote control via a steering wheel keypad is available as either an option or as standard equipment depending
on the market. The keypad is located on the right side of the steering wheel and is connected to the steering
wheel module (SWM) via serial communication.
SPEAKERS

The integrated audio module (IAM) for Performance has four speakers directly connected to the control
module:
 a front pair of speakers

 a rear pair of speakers.
Each speaker consists of an element for the entire frequency interval. There is no treble speaker for this version.
Front door speaker:
165 mm broadband speaker. Impedance 4 ohms.
Rear door speaker:
165 mm broadband speaker. Impedance 4 ohms.
For the two other versions with the integrated audio module, the speakers are connected to the audio module
(AUD).
If the control module detects a fault, a diagnostic trouble code is generated. The control module can store up to
10 trouble codes. A fault that is detected during the most recent operating cycle is defined as permanent. Other
faults that are detected are defined as intermittent.

 software P/N
Software can be downloaded to the integrated audio module (IAM). When software is ordered, the vehicle'
If the integrated audio module (IAM) is replaced, its unique serial number is checked by the infotainment
system (ICM). If the serial number is incorrect, the installed integrated audio module (IAM) does not work.
If a problem arises after software download and the control module does not work, try switching the ignition off
and on.
FUNCTION
AUDIO UNIT

The integrated audio module (IAM) functions as a stereo system in the vehicle and is connected to other control
modules on the MOST network.
If the accessory electronic module (AEM) is installed, the sound from the integrated audio module (IAM) is
muted during telephone calls if a handsfree set (accessory) is used. The sound is also muted when reverse gear
is engaged if the vehicle is equipped with the parking assistance system (accessory).
If the vehicle is equipped with the RTI navigation system (option), voice information is heard from the existing
speakers.
REMOTE CONTROL
Fig. 108: Identifying Remote Control Function

The steering wheel remote control (standard/option) is directly connected to the steering wheel module (SWM)
via serial communication. The remote control can be used to change volume (increase/decrease) and change the
preset radio stations. During CD, cassette or MD playback, the buttons are used for track selection. The steering
wheel module (SWM) uses the CAN network to communicate with the infotainment control module (ICM),
which then sends the signals on to the integrated audio module (IAM) via the MOST network.
AUDIO REMOTE CONTROL (OPTION)

Fig. 109: Identifying Audio Remote Control

A separate wireless remote control is available as an option. This can be used to change volume
(increase/decrease) and switch between the preset radio stations. During CD, cassette or MD playback, the
buttons are used for track selection and during CD playback via the CD changer, the remote control can also be
used to switch discs. The remote control can also be used to seek a specific frequency, store radio stations in
program positions (Presets), perform Autostore and select SOURCE.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 110: Locating Integrated Audio Module (IAM)

The integrated audio module (IAM) handles functions for:
 Radio reception (AM and FM)

 CD playback
 MD playback (option)
 RDS reception
The integrated audio module (IAM) communicates with directly connected components as well as with other
control modules and components via the MOST network, which is a fiber-optic communication network.
The integrated audio module (IAM) is a slave module on the MOST network. The infotainment control module
(ICM) is the master module.
In order to function in the MOST network, the infotainment control module (ICM) checks that the integrated
audio module (IAM) has a correct serial number. If the number is incorrect, the integrated audio module (IAM)
does not work.
The integrated audio module (IAM) is available in three versions:
 Performance, with integrated radio, CD player and internal amplifier.

 High Performance, with integrated radio and CD player. A 6-disc CD changer and a combined CD/MD
player are available as options. High Performance requires an external amplifier and an audio module
(AUD).
 Premium Sound, with integrated radio and CD player. A 6-disc CD changer and a combined CD/MD
player are available as options. Premium Sound requires an external amplifier and an audio module
(AUD). A subwoofer with subwoofer module (SUB) is available as an option.
RDS reception (Radio Data System) is possible with FM broadcasts (market-dependent). The system is called
RBDS (Radio Broadcast Data System) in USA.
The front and rear door speakers are connected to the control module or to the external amplifier's audio module
(AUD), if fitted (regards High Performance and Premium Sound).
The integrated audio module (IAM) checks executed activations and input/output signals via its integrated
vehicle.
SIGNALS
The table below summarizes the input signals to and output signals from the integrated audio module (IAM).
Signal type is divided into directly connected signals and MOST communication. The illustration below (see
Fig. 111) depicts the same information plus Volvo's component designation.

Antenna. AM and FM signal via antenna

 Speaker (16/3-6), 4 pieces. (Performance)
amplifier (16/16)
MOST communication: MOST communication:
 Audio module (AUD) 16/105 (High Performance
and Premium Sound)
 Infotainment control module (ICM) 16/1  Infotainment control module (ICM) 16/1
 Subwoofer module (SUB) 16/79 (High
Performance and Premium Sound)
Fig. 111: Identifying IAM And Components


DESIGN
CONTROL MODULE
Fig. 112: Identifying Integrated Audio Module (IAM)

Integrated audio module (IAM) has an integrated amplifier with a power output of 4x20 W.
The two other versions do not have an integrated amplifier, they use the Audio module (AUD) as an amplifier.
ANTENNAS

The integrated audio module (IAM) is connected to an AM and FM antenna system. This consists of a main
antenna, an FM sub-antenna and an AM antenna. The antennas are connected to an antenna amplifier. The
antenna amplifier has two channels: one for the FM main antenna and the AM antenna and another for the FM
sub-antenna.
The connection for the sub antenna is used to power the antenna amplifier.
REMOTE CONTROL
Fig. 114: Identifying Remote Control On Steering Wheel

LOUDSPEAKERS

The integrated audio module for has 4 speakers directly connected to the control module:

Impedance for each speaker is 4 ohms.
For the two other versions with the integrated audio module(IAM), the speakers are connected to the audio
module (AUD).

 software P/N
and on.
FUNCTION
AUDIO UNIT
Fig. 116: Identifying Audio Unit & Components 2007

Integrated audio module (IAM) controls settings for:
 Volume
 Bass
 Treble
 Balance
 Fader
 equalizer
The Integrated Audio Module (IAM) compensates the sound amplitude depending on the vehicle speed and has
automatic loudness.
is engaged if the vehicle is equipped with the parking assistance system (option).
If the vehicle is equipped with the RTI navigation system, voice information is heard from the existing
speakers.
The Integrated Audio Module manages playback of compressed music formats from CD.
Support available for following formats:
The Integrated Audio Module (IAM) can play music via the AUX input. The AUX input is located in front of
the center console.
REMOTE CONTROL
Fig. 117: Identifying Remote Control & Components

Remote control on the steering wheel (standard/option) is directly connected to the Steering wheel module
(SWM) via serial communication. Volume (reduce-increase) and selection of pre-programmed radio stations
can be operated via remote control. During CD playback, the buttons work as track selection.
The Steering wheel module (SWM) communicates via the CAN network with the Infotainment control module
(ICM), which transmits the signals on to the Integrated Audio Module (IAM) via the MOST network.
Fig. 118: Identifying Audio Remote Control (Option)

As an option, remote control can occur from a separate wireless remote control. Volume (increase-reduce) can
be controlled and pre-programmed radio stations can be selected via remote control.
When playing a CD the buttons on the remote control work as track selection and during CD playback via the
CD exchanger, the remote control can also be used to select CD. A certain frequency can also be searched for,
radio stations stored in program locations (Presets), Autostore used and SOURCE selected.
SYSTEM OVERVIEW
CONTROL MODULE


 CD playback
 AUX playback (not Performance)
 RDS reception
does not work.
The integrated audio module is available in three versions:
 Integrated amplifier, with integrated radio, CD player and internal amplifier.

 Without integrated amplifier, with integrated radio and CD player. The version requires an external
amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.
 Without integrated amplifier, with integrated radio and CD changer. The version requires an external
RBDS in USA.
The Integrated Audio Module manages playback of compressed music formats from CD.
The speakers that are installed in the front and rear doors are connected to the control module or an external
amplifier, Audio module (AUD).
The Integrated Audio Module (IAM) checks internal components, executed activations and input/output signals
via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any
SIGNALS

Power supply

 Ground
 Loudspeaker (16/3-6), x 4
 Antenna. AM and FM signal via antenna
 Phantom feed antenna amplifier (16/16)
amplifier (16/16)
 AUX input (17/40)

 Infotainment control module (ICM) (16/1.2)

 Infotainment control module (ICM) (16/1.2)  Audio module (AUD) (16/105)
Fig. 120: Identifying Integrated Audio Module (IAM) And Components


DESIGN
CONTROL MODULE

The Integrated Audio Module (IAM) has an integrated amplifier (only Performance) with an output of 4x20 W.
The two other versions do not have an integrated amplifier, they use the Audio module (AUD) as an amplifier.
ANTENNAS

Integrated Audio Module (IAM) is connected to an antenna system for AM and FM. This consists of two FM-
antennas (FM1 and FM2) and an antenna for AM.
For C30 and C70, FM1 is also used as AM-antenna.
Antennas are connected to one or two antenna boosters depending on vehicle model.
Integrated Audio Module (IAM) has two channels, one for FM1 and AM as well as one for FM2.
Connection for the FM2-antenna (sub-antenna) is used for voltage feed of the antenna booster.
REMOTE CONTROL

LOUDSPEAKERS

The integrated audio module (IAM) for Performance has 4 speakers directly connected to the control module:

For the two other versions with the integrated audio module(IAM), the speakers are connected to the audio
module (AUD).

 software P/N
If a problem arises after software download and the control module does not work, try switching the ignition
off/on.
FUNCTION
AUDIO UNIT
Fig. 125: Identifying Audio Unit & Components On C70

 Volume
 Bass
 Treble
 Balance
 Fader
 Equalizer
automatic loudness.
is engaged if the vehicle is equipped with the parking assistance system (option).
If the vehicle is equipped with the RTI navigation system (option), voice information is heard from the existing
speakers.
Integrated Audio Module (IAM) handles playing of compressed music format fr CD-disc (does not apply to
Performance).
 mp3
 wma
Integrated Audio Module (IAM) makes it possible to play back music via the AUX-input. The AUX-input is
located in the tunnel console.
REMOTE CONTROL
Fig. 126: Identifying Remote Control & Components

can be operated via remote control. During CD playback, the buttons work as track selection.

When playing a CD the buttons on the remote control work as track selection and during CD playback via the
CD exchanger, the remote control can also be used to select CD. A certain frequency can also be searched for,
radio stations stored in program locations (Presets), Autostore used and SOURCE selected.
SYSTEM OVERVIEW
CONTROL MODULE


 CD playback
 AUX playback
 RDS reception
does not work.
The integrated audio module (IAM) is available in three versions:
 Integrated amplifier (Performance), with built-in radio, CD-player, internal amplifier and AUX-input.
Performance).
 mp3
 wma
The loudspeakers installed in the front doors and back doors are connected to the control module (applies to
Performance) or an external amplifier, Audio module (AUD).
SIGNALS

Power supply

 Ground
amplifier (16/16)

 Infotainment control module (ICM) (16/1.2)

 Audio module (AUD) (16/105) (not
 Infotainment control module (ICM) (16/1.2) Performance)
 Subwoofer module (SUB) (16/79) (not
Performance)
Fig. 129: Identifying Integrated Audio Module (IAM) And Components

INTEGRATED AUDIO MODULE (IAM) (2009-2012)

DESIGN
CONTROL MODULE

The Integrated Audio Module (IAM) has an integrated amplifier (only Performance) with an output of 4x20 W.
There are two models with integrated amplifiers, one has an AUX input and the other a microphone input.
The two other models do not have an integrated amplifier, these use the Audio module (AUD) as an amplifier.
The models without an integrated amplifier have an AUX import.
ANTENNAS

Integrated Audio Module (IAM) is connected to an antenna system for AM and FM. This consists of two FM-
antennas (FM1 and FM2) and an antenna for AM.
For C30 and C70, FM1 is also used as AM-antenna.
Antennas are connected to one or two antenna boosters depending on vehicle model.
Integrated Audio Module (IAM) has two channels, one for FM1 and AM as well as one for FM2.
Connection for the FM2-antenna (sub-antenna) is used for voltage feed of the antenna booster.
REMOTE CONTROL

LOUDSPEAKERS

The integrated audio module (IAM) for Performance has 4 speakers directly connected to the control module:

On models of the Integrated Audio Module (IAM) without an integrated amplifier the speakers are connected to
the Audio module (AUD).
MICROPHONE

The microphone is directly connected to the Integrated Audio Module (IAM) for Performance, on other models
it is connected to the Audio module (AUD). The microphone sends analog signals to the control module.
Telephone calls can be connected via the handsfree. The microphone and speaker are used for calls via the
handsfree.
The microphone is phantom fed via the Integrated Audio Module (IAM).

 software P/N
off/on.
FUNCTION
AUDIO UNIT
Fig. 135: Identifying Audio Unit & Components On

 Volume
 Bass
 Treble
 Balance
 Fader
 Equalizer
automatic loudness.
If the vehicle is equipped with a Parking assistance module (PAM) a request is sent to the Integrated audio
module (IAM), when audio is to be sent from the speakers than an object is close to the vehicle.
If the vehicle is equipped with a Multimedia module (MMM) the voice guidance (navigation) will be played
over the vehicle's speakers.
The analog microphone signals are sent with telephone calls via the handsfree to the Integrated audio module
(IAM). The signals are then sent via the MOST network to the Bluetooth phone module (BPM).
Speaker sound is sent from the Bluetooth phone module (BPM) to the Integrated audio module (IAM) via the
MOST network.
Performance).
 mp3
 wma
From structure week 200846, there is support for playback of music via a USB/iPod-connection in the tunnel
compartment (does not apply to Performance or CD-changers for 6 discs). Support available for the following
formats:
 mp3
 wav
 wma
From structure week 200846, there is support for reception of digital HD-radio (does not apply to Performance
or CD-changers for 6 discs).
HD radio is transmitted digitally on the AM respectively FM wavelength in USA. The Integrated Audio Module
(IAM) automatically switches to digital HD radio reception if there is a current frequency and if the function for
HD-radio is highlighted in the user menu.
When the Integrated Audio Module (IAM) receives digital HD radio, a symbol appears for HD radio in the
Infotainment control module (ICM).
AUX-INPUT
The Integrated Audio Module (IAM) can play music from CD players, MP3 players, portable DVD players etc.
via the AUX jack. The AUX jack is in the tunnel console and is compatible with 3.5 mm connectors.
Properties:
Permitted voltage: 0-4 VRMS
AUX impedance: >10 kOhm

REMOTE CONTROL

can be operated via remote control. During CD or USB/iPod playback, the buttons work as track selection.


During CD or USB/iPod playback the buttons on the remote control work as track selection and during CD
playback via the CD exchanger, the remote control can also be used to select CD. A certain frequency can also
be searched for, radio stations stored in program locations (Presets), Autostore used and SOURCE selected.
SUPPORT FOR USB ACCESSORIES
The Integrated Audio Module only supports USB accessories with the profile. Both USB 1.1 and USB 2.0 are
supported.
Hard disks are not supported but can still work if the power consumption is less than 500 mA.
USB hubs are not supported.
The charging of USB accessories is not supported but can still function if the USB accessory supports 5 volt
charging and if the power consumption is less than 500 mA.
USB memories
The Integrated Audio Module supports FAT16 from and including 128 MB and upwards and FAT32 from and
including 256 MB and upwards.
Permitted file size: 1 kB to 2 GB.
Maximum permitted number of files: 64000
Maximum permitted number of folders: 500
Maximum permitted folder depth: 8
SUPPORT FOR CELLPHONES AND OTHER ACCESSORIES
The Integrated Audio Module supports all cellphones with the profile with files in file format FAT32 and
FAT16. The cellphone needs to be configured to before use.
For USB accessories with extra functions such as U3 (Sandisk) it is recommended that the extra functions are
uninstalled before use.
iPod support
The Integrated Audio Module (IAM) supports playback from iPods with a maximum of 64000 files. No limit
for number of folders.
SUPPORT FOR CDS
 Diameter: 120 ±0.3 mm.

 Thickness: 1.2 +0.3/-0.1 mm.
 Distortion: ±0.5 mm.
Discs with a diameter of 8 cm are not supported and will be ejected if attempts are made to play them.
Disc types
CD Audio, CD-R Audio, CD-RW and CD-ROM.
Disc format
CD Audio:
Maximum permitted number of tracks: 99
Maximum permitted number of sections: 99
CD-ROM:
Maximum permitted number of files: 255
No limit to number of folders or folder depth

SYSTEM OVERVIEW
CONTROL MODULE


 CD playback
 AUX playback
 RDS reception
does not work.
The integrated audio module (IAM) is available in four versions:
 Integrated amplifier (Performance), with built-in radio, CD-player, internal amplifier and AUX-input.
 Integrated amplifier (Performance), with built-in radio, CD-player, internal amplifier and microphone
input.
From structure week 200846, versions with support for reception of digital HD-radio (does not apply to
Performance or CD-changers for 6 discs) are available. Only applies to the USA market.
Performance).
 mp3
 wma
From structure week 200846, there is support for playback of music via a USB/iPod-connection in the tunnel
console (does not apply to Performance or CD-changers for 6 discs). Support available for the following
formats:
 mp3
 wav
 wma
The loudspeakers installed in the front doors and back doors are connected to the control module (applies to
Performance) or an external amplifier, Audio module (AUD).
SIGNALS

Power supply

 Ground
amplifier (16/16)
 Micophone (phantom feed) (16/98)
 USB/iPod input (17/42)
 USB/iPod input (17/42)

 Audio module (AUD) (16/105) (not
 Infotainment control module (ICM) (3/281) Performance)
 Subwoofer module (SUB) (16/79) (only C70)
Fig. 139: Identifying Audio Module (IAM) And Components


DESIGN
CONTROL MODULE
The keyless vehicle module (KVM) is under the front left-hand seat. The control module controls and monitors
the keyless entry system. The keyless vehicle module (KVM) uses the external and internal antennas to
communicate with the remote control and to control the quick locks in the doors.
The keyless vehicle module (KVM) activates the internal or external antennas depending on the input signals
and commands it receives. The control module also checks the identity of the key.
The keyless vehicle module (KVM) is part of the immobilizer system. It works with the central electronic
module (CEM) to check key identities.
The keyless vehicle module (KVM) must be programmed with various codes before it can function in the
system. For further information, see: DOWNLOADING SOFTWARE AND REPLACING THE
CONTROL MODULE
The two control modules communicate over the LS-CAN.
The keyless vehicle module (KVM) contains 4 relays. The control module uses these relays to select the
antennas to be activated. See the table below.
Active
antenna or
Activated relay
antenna
group
Front left
1 antenna in
door handle
Front right
2 antenna in
door handle
Antenna in
passenger
3
compartment
1
Antenna in
passenger
compartment
2
Internal
antenna in
cargo
compartment
Antenna in
4
rear bumper
Keyless vehicle module (KVM) is 30-supplied via the Central electronic module (CEM) and grounded in the
body. The Keyless vehicle module (KVM) is always supplied with power as long as the vehicle is powered.
INTERNAL ANTENNAS
Fig. 141: Identifying Internal Antennas

There is a total of three internal antennas. The internal antennas are under the carpet between the front seats,
under the carpet above the center console in front of the rear seat and in the cargo compartment. The antennas
allow the keyless vehicle module (KVM) to communicate with the passive key. The keyless vehicle module
(KVM) activates the internal antennas in the event of any of the following:
 a signal is received from the key-in switch when the starter button is pressed in
 a signal is received indicating that the brake pedal (automatic transmissions) or clutch pedal (manual
transmissions) is pressed
 a lock command is received from the remote control
 a lock button at one of the external door handles is pressed in
 the first switch in one of the external door handles is closed
 a request to check the key from the central electronic module (CEM).
The antennas are also activated when the vehicle is locked. This is to deactivate any keys which are still in the
vehicle. This is so that the vehicle cannot be passively started by any keys still in the passenger compartment. A
deactivated key is activated again when the vehicle is unlocked or when any of the lock buttons on the
deactivated remote control are depressed.
The keyless vehicle module (KVM) checks the internal antennas every 5th operating cycle if the vehicle speed
is in excess of 20 km/h.
The antennas are powered by the keyless vehicle module (KVM).

EXTERNAL ANTENNAS
Fig. 142: Identifying External Antennas

The external antennas are installed in the four door handles and in the rear bumper. The antennas allow the
keyless vehicle module (KVM) to communicate with a key outside the vehicle.
The keyless vehicle module (KVM) activates one or more antennas when:
 the system receives a wake up signal from one of the unlocking switches in the door handles
 the system receives a wake-up signal from the switch on the tailgate
 one of the outer lock buttons is pressed in.
The keyless vehicle module (KVM) checks the external antennas every 5th operating cycle if the vehicle speed
SWITCHES AFFECTED BY THE EXTERNAL DOOR HANDLES

Fig. 143: Identifying Switches On External Door Handles

The external door handles have two inner switches and a lock button as well as an antenna. One switch is
connected to the handle. It is acted on by a linkage system if the handle is pulled out. The other switch is acted
on if the lock button is pressed in. There is also a control arm between the door handle and the quick lock. The
control arm acts on a third switch inside the quick lock if the handle is pulled out fully.
The first switch is closed when the handle is pulled out by 2 - 4 mm. When a switch is closed, an input on the
keyless vehicle module (KVM) is grounded. The keyless vehicle module (KVM) wakes and activates the
external antennas to scans for a valid key. This switch is closed for as long as the handles is pulled out.
Just before the handle is pulled out to its limit position, the switch in the quick lock is closed by the control arm
from the door handle. When the switch closes, one of the inputs in the keyless vehicle module (KVM) is
grounded.
This mechanical affect on the switch in the quick lock is one of the conditions for the keyless vehicle module
(KVM) to activate the quick lock.
The switch connected to the lock button is closed when the lock button is pressed in. The switch instructs the
keyless vehicle module (KVM) that the vehicle should be locked.
KEY-IN SWITCH.

The key-in switch is inside the start control module (SCU). When the starter button is pressed in, it indicates to
several systems in the vehicle that the engine is about to be started. A 12V signal is transmitted to the keyless
vehicle module (KVM) and central electronic module (CEM).
When the keyless vehicle module (KVM) receives a key-in signal, it activates one of the internal antennas to
check that there is a valid key in the passenger compartment. The vehicle cannot be started until the key has
been validated.
The start control module (SCU) is powered via the fusebox in the engine compartment.
SWITCH AT THE CLUTCH PEDAL

Fig. 145: Identifying Switch

This switch is only installed on vehicles with manual transmissions.
The switch is installed together with the clutch pedal. In resting position the switch is open. It closes when the
clutch pedal is pressed down by more than 90% of its entire stroke length. This ground one of the inputs on the
keyless vehicle module (KVM). The keyless vehicle module (KVM) that informs the central electronic module
(CEM) that a passive start has been initiated. The central electronic module (CEM) instructs the keyless vehicle
module (KVM) to scan for a valid key.
LOCK UNIT WITH QUICK LOCK FUNCTIONALITY

Fig. 146: Identifying Lock Units With Quick Lock Functionality

The lock unit is installed in the rear of the doors. The lock unit has a quick lock function which is used to reduce
the reaction time of the system. The lock unit has an integrated switch which is closed when the outer door
handles are pulled out to their limit positions. The switch is mechanically connected to the exterior door handle
by a control arm. This allows the keyless vehicle module (KVM) to activate the quick lock motors and open the
door on which the handles was pulled out. The quick lock motor is activated after a key has been validated by
the keyless vehicle module (KVM). The quick lock is mechanically connected to a catch in the standard lock
mechanism at the striker plate on the car body. This means that when the handle is pulled out on a door, the
door opens as soon as the keyless vehicle module (KVM) has validated the key. This reduces the reaction time
of the system considerably.
The key unit is powered by the keyless vehicle module (KVM).
REMOTE KEYLESS ENTRY (RKE) RECEIVER


The remote keyless entry (RKE) receiver is installed above the headlining to the left of the central lighting panel
level with the sun visor. The receiver receives signals from the remote control or passive key and forwards them
to the keyless vehicle module (KVM).
 normal mode
 passive mode.
passive mode for a short period of time. After this time, the receiver reverts to normal mode. The difference
between these two modes is the way in which the receiver communicates with the key.
prevents the status of the central locking system from changing if a button on the remote control is
unintentionally pressed in.
The remote keyless entry (RKE) receiver is powered by the central electronic module (CEM) and grounded in
the A-post.
REMOTE CONTROL/PASSIVE KEY

The remote control is identical in appearance in all markets. The differences are internal, depending on whether
it has functionality for keyless entry or not. All remote controls also contain a key blade. The key blade is
normally retracted inside the remote control. The blade is used as a standby option to open the vehicle should
there be a fault in the system.
The buttons on the remote control are:
 Lock - to lock the vehicle

 Unlock - to unlock the vehicle
 A button to unlock the trunk lid/tailgate
 A button to activate the vehicle lighting for 30 seconds
 A button to manually trigger the alarm if an alarm is installed.
 Transponder
 Circuit for remote control

 Circuit for keyless functionality.
The transponder is used so that the immobilizer system can identify the key when it is inserted in the ignition
switch. The transponder contains a unique code. The central electronic module (CEM) must be programmed
with the transponder code before the vehicle can be started.
The circuit for remote control is used to lock and unlock the central locking and to activate the above functions.
The circuits in the remote control which control the remote control functionality are coded. These codes must be
programmed into the keyless vehicle module (KVM) for communication to work.
The circuit for keyless functionality is used for:
 Unlocking
 Locking
 Passive starting.
vehicle module (KVM) must learn these codes for communication to function.
The remote control is powered by an internal button battery. The battery is used each time a key needs to
communicate with the system via the remote control or keyless entry function. The battery is not used during
communication with the key transponder when the key is in the ignition switch. The battery must be replaced at
regular intervals depending on how often the remote control is used. The remote control contains an internal
voltmeter that measures the voltage of the internal battery. If the battery voltage is low, this information is
transmitted in the messages transmitted to the Remote Keyless Entry (RKE). The Keyless vehicle module
(KVM) receives this information and transmits a message via the CAN network to the Driver information
module (DIM), which, such cases, displays a message that the voltage for the remote control is low.
communication.
The keyless vehicle module (KVM) has internal diagnostics. It continuously monitors most of the inputs and
outputs. It does not monitor the outputs for the antennas. The antennas are checked every 5th operating cycle
when vehicle speed exceeds 20 km/h (11 mph).
A diagnostic trouble code (DTC) is stored if the keyless vehicle module (KVM) detects a fault. The keyless
vehicle module (KVM) can identify 42 different faults. If for any reason a fault should disappear after the
diagnostic trouble code (DTC) has been stored, information about the diagnostic trouble code (DTC) remains in
the keyless vehicle module (KVM).
(OBD) system can identify 42 different faults in the keyless vehicle module (KVM). These are stored as
diagnostic trouble codes (DTCs).
This function can be used to continuously read off the values and status of the keyless vehicle module (KVM)
input and output signals.
This function is used to read off the global parameters (frozen values). Frozen values are the global values
which applied when the diagnostic trouble code (DTC) was stored. These values are stored at the same time as a
diagnostic trouble code (DTC). They can be read off if necessary.
This function is used to read off the parameters programmed in the control module. A security code is required
to read off these parameters.


 software P/N
INTERNAL PROGRAM
The keyless vehicle module (KVM) contains a number of internal programs. This facilitates the management of
certain functions. These can be activated using VIDA (Volvo scan tool). The internal programs are:
 Delete all passive keys. The program deletes all programmed keys. The keys that are to be used in the
future by the keyless entry system must be added using the "Add passive key" procedure.
 Add passive key. Adds a passive key to the system.
The system can be adapted to the wishes of the customer in a variety of ways. Most importantly, the customer is
able to select the order in which the doors are unlocked from four different settings:
 Total unlocking: All doors and the tailgate or trunk lid are unlocked if a handle is pulled out or the
unlock button for the tailgate or trunk lid is pressed as long as there is a valid key at that door
 Selective unlocking, one of the front doors: The vehicle can only be unlocked using the handle on one
of the front doors if there is a key at that door. The front door on which the handles was pulled unlocks
and opens. The other doors must be opened using the remote control or using the central locking switch
inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open
 Selective unlocking: both front doors: The vehicle can only be unlocked using the handle on one of the
front doors if there is a key at that door. The front door on which the handles was pulled unlocks and
opens. The other front door unlocks. The other doors must be unlocked using the remote control or using
the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will
unlock and open
The setting can be changed at the workshop using VIDA (Volvo scan tool). The customer can change the
setting themselves if the car has an infotainment control module (ICM). If the customer changes the setting, this
setting is transmitted by the infotainment control module (ICM) to the keyless vehicle module (KVM) on the
controller area network (CAN). The default setting when the vehicle is supplied is stored in the central
It is possible to download new software to the control module keyless vehicle (KVM). All codes and settings
performed in the control module are stored in Volvo's central database and are automatically downloaded to the
control module when downloading software.
Replacing control module

When replacing a control module, the new control module must be given the same settings as the old control
module in order to work in the system. When downloading software to the new control module, all codes in
question are downloaded at the same time.
After downloading the software the keys that are to be included in the system shall be programmed. This must
be done with one key at a time. Use the function "Add passive key" in VIDA Program manager.
FUNCTION
LOCKING
Fig. 149: Identifying Keyless Vehicle Module (KVM) (2007) & Components
Locking takes place when one of the lock buttons on the door handles is pressed in. A ground signal is sent
from the lock button to the keyless vehicle module (KVM). The keyless vehicle module (KVM) then activated
the antennas in the door handles on the side of the vehicle that the lock button was pressed. A request for a key
is transmitted via the antennas. The response from the key is received by the remote keyless entry (RKE)
receiver. The keyless vehicle module (KVM) checks the identity of the key against the its programmed codes. If
the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module
(CEM) to lock the vehicle. The vehicle cannot be locked from the cargo compartment/tailgate.
During a key check outside the vehicle, the internal antennas in the passenger and cargo compartment are also
activated. This is to scan for any keys remaining inside the vehicle. If there are keys inside, the keyless vehicle
module (KVM) will register their identities. Any signals from these keys will be ignored. This applies until the
next time the vehicle is unlocked. This is to prevent remaining keys from being used to unlock or start the
vehicle from outside using the starter button. A deactivated key is reset when unlocking the vehicle, under the
condition that they remain in the passenger compartment when unlocking, or if any of the locking buttons are
depressed on the remote control that has been deactivated.
NOTE: A key which is deactivated and then somehow removed from the vehicle,
cannot be used to unlock or start the vehicle. To activate the key, it must be
placed inside the vehicle during an unlocking procedure.
If the vehicle is locked using the remote control, there is no communication between the keyless vehicle module
(KVM) and the key. The keyless vehicle module (KVM) then only receives a message from the remote control
if the key is approved. It then sends a lock command to the central electronic module (CEM). In this instances
locking is fully controlled by the central electronic module (CEM). However if any keys are left inside the
vehicle, they will be deactivated in the same way as above.
UNLOCKING
Fig. 150: Identifying Unlocking System

Two micro-switches are closed if a door handles is pulled out. A switch in the handle closes first followed by a
switch in the quick lock.
When the switch in the handles is closed, the keyless vehicle module (KVM) activates the antennas in the
handles on the front and rear doors on the side on which the handles was pulled out. A request is transmitted via
the antennas to the passive key. The key transmits an encrypted response which is received by the remote
keyless entry (RKE) receiver. The remote keyless entry (RKE) receiver checks that the received signal is from a
Volvo key. If it is, the message is forwarded to the keyless vehicle module (KVM). The keyless vehicle module
(KVM) decrypts the signal and compares it with its own codes. If these correspond, the keyless vehicle module
(KVM) transmits two signals. One signal is sent to the quick lock in the door, on which the handle was pulled
out, to unlock and open the door. The other signal is transmitted to the central electronic module (CEM) which
unlocks the other doors, depending on the system settings. The settings are:
 total unlocking
 selective unlocking.
In order for the keyless vehicle module (KVM) to activate the quick lock function, the handles must be pulled
out far enough to close the switch in the lock unit.
A similar procedure to the above is carried out if the handle on the trunk lid or tailgate is acted on. However
only the antenna in the rear bumper is activated to check the key. If selective unlock is set, only the trunk
lid/tailgate is unlocked and opened. If total unlocking is selected, the side doors will also be unlocked if the
switch on the tailgate/trunk lid is activated.
PASSIVE STARTING
Passive start can be initiated in different ways. The system receives an indication that the vehicle is about to be
started when one of the following occurs:
 the key-in switch in the ignition switch is closed

 a signal is received from the central electronic module (CEM) indicating that the brake pedal has been
pressed (automatic transmissions)
 clutch switch (manual transmissions).
The switch at the clutch pedal or brake pedal is used as early as possible so that the passenger compartment can
be scanned for keys. The driver naturally presses the clutch or brake pedal before starting. This means that the
reaction time from initiation to start is reduced.
When a scan for a key begins, the internal antennas are activated and a request is transmitted. Keyless entry
keys will reply in order, transmitting their identity number and codes. The keyless vehicle module (KVM)
compares these codes with its own codes. As soon as a received code matches a programmed code, the key is
validated and scanning will stop.
The keyless vehicle module (KVM) then sends an encrypted message to the central electronic module (CEM)
that an approved key has been detected and validated. This validation takes a predetermined amount of time.
If the starter button is then turned from position 0 to I, II or III, the central electronic module (CEM) deactivates
the immobilizer system, allowing the engine to start. If the starter button is not turned from 0 to 1 within a
predefined time, the validation of the key will expire. If the key-in switch or a pedal switch is then reactivated,
the system will scan for keys again.
PASSIVE KEY WARNING
Passive key warning alerts the driver that a validated key has been removed from the passenger compartment.
If a passive key has been validated and used to start the vehicle, the validation only applies until the engine is
switched off using the starter button. If the engine is running and a door is opened, the system will scan the
passenger compartment for keys as soon as all doors are closed. If the key that was used to start the vehicle is
not detected, a warning message will be displayed in the driver information module (DIM). The system will
scan for keys each time a door is opened and all doors are closed again or when the driver presses the READ
button. The engine will not be switched off. However the immobilizer system will be activated. It will block
any start attempts as soon as the starter button is turned to the 0 position.
REMINDER FOR THE STARTER BUTTON
So that starter button is not unintentionally left with the ignition on, a warning signal sounds if the driver's door
is opened while the engine is not running. This prevents certain systems which could drain the car battery from
remaining active.
SYSTEM OVERVIEW
Fig. 151: Identifying Keyless Entry System Overview

The keyless entry system allows the vehicle to be opened without inserting a key in the lock or pressing a button
on the remote control. The system also allows the engine to be started without the ignition key in the ignition
switch. The function is checked by the keyless vehicle module (KVM). The control module is under the left
other units such as:
 Antennas in the external door handles

 Antennas in the passenger compartment and cargo compartment
 An antenna in the rear bumper
 Quick lock motors in the lock units in the side doors
 The remote keyless entry (RKE) receiver receives a signal from the key
 The switch in the clutch pedal (manual transmissions) or a signal from the brake pedal switch via the
central electronic module (CEM) (automatic transmissions)
 Key-in switch.
 Switch in door handle and locking button on handle (2006-)
The keyless vehicle module (KVM) is part of the immobilizer system. It communicates with both the central
electronic module (CEM) and driver information module (DIM) via the LS-CAN.
The external antennas are in the door handles and rear bumper. If a door handle is pulled out, a switch closes.
This wakes the system and activates the antennas in the handles on the side on which the handles was pulled
out. If there is a valid key within a radius of approximately 1.5 meters of the handles, that door will open and
one or more doors will be unlocked. The doors which unlock depend on the system settings. The vehicle can
also be unlocked if the trunk lid/tailgate handle is affected.
There are additional antennas inside the vehicle which are activated during start attempts. These allow the
control module to check for a valid key in the vehicle. If there is, the vehicle can be started using the starter
button on the dashboard.
There are quick locks in the lock units in the doors. These increase the response time of the system. The quick
locks are mechanically connected to the standard lock mechanism. The quick locks can open the door
themselves. The time taken from the handle being pulled out to the door opening is reduced. The keyless
vehicle module (KVM) checks the key, and then opens the first door itself. This saves communication time over
the controller area network (CAN) which is used otherwise by the central electronic module (CEM) to check the
central locking.
The remote keyless entry (RKE) receives signals transmitted by the key. These are sent on to the keyless
vehicle module (KVM).
A switch at the brake pedal (vehicles with automatic transmissions) or at the clutch pedal (vehicles with manual
transmissions) informs the system that the vehicle is about to be started. When the switch closes, the keyless
vehicle module (KVM) starts scanning for a valid key.
There are diagnostics for the system. Any diagnostic trouble codes (DTCs) can be read off using VIDA (Volvo
scan tool).
communication.
SIGNALS
The table below summarizes the input signals to and output signals from the keyless vehicle module (KVM).
(CAN) communication. The illustration below (see Fig. 152) displays the same information with the Volvo

 Lock button on the handles on the side doors  Internal antennas (16/134-135), for
(3/258-261) for locking communication with a key in the passenger
 Unlocking switch in the external door handles
compartment
(3/262-265), indicates that the door handles  Antenna in the cargo compartment (16/133),
has been pulled out for communication with keys
 Unlocking switch for the cargo compartment  External antennas in the door handle (16/128-
(10/3), indicates that the unlock button is 131), for communication with keys
pressed in.  External rear antenna (16/132), for
 Quick lock switch in each side door (3/74- communication with keys
77), motor activation permitted  Lock unit with quick lock motor, front left
 Key-in switch (3/1), indicates that the starter (3/74), for opening the door
button is pressed in.  Lock unit with quick lock motor, front right
 Central electronic module (CEM) (4/56), (3/75), for opening the door
signal indicating that the brake pedal is
pressed
 Clutch switch (MAN) (3/271), indicates that
the clutch pedal is pressed.
 Remote keyless entry (RKE) receiver (4/103),

 Remote keyless entry (RKE) receiver (4/103), control commands
for receiving data from keys.  Remote keyless entry (RKE) receiver (4/103),
message to a passive key.
 Infotainment control module (ICM) (16/1)  Driver information module (DIM) (5/1)
when changing customer parameters.  Infotainment control module (ICM) (16/1)
 Convertible Roof Module (CRM) (4/59). when changing customer parameters.
Fig. 152: Identifying Keyless Vehicle Module (KVM) & Components


DESIGN
CONTROL MODULE

The keyless vehicle module (KVM) is under the front left-hand seat. The control module controls and monitors
the keyless entry system. The keyless vehicle module (KVM) uses the external and internal antennas to
communicate with the remote control and to control the quick locks in the doors.
The keyless vehicle module (KVM) activates the internal or external antennas depending on the input signals
and commands it receives. The control module also checks the identity of the key.
The keyless vehicle module (KVM) is part of the start inhibition system and works with the central electronic
module (CEM) to check the key identity.
The keyless vehicle module (KVM) must be programmed with various codes before it can function in the
system. For further information, see: DOWNLOADING SOFTWARE AND REPLACING CONTROL
MODULE
The two control modules communicate over the LS-CAN.
The keyless vehicle module (KVM) contains 4 relays. The control module uses these relays to select the
antennas to be activated. See the table below:
Activated relay Active antenna or antenna group

1 Front, left antenna in door handle
2 Front, right antenna in door handle
Antenna in passenger compartment 1

3 Antenna in passenger compartment 2
Internal antenna in cargo compartment
4 Antenna in rear bumper
Keyless vehicle module (KVM) is 30-supplied via the Central electronic module (CEM) and grounded in the
body. The Keyless vehicle module (KVM) is always supplied with power as long as the vehicle is powered.
INTERNAL ANTENNAS
Fig. 154: Identifying Internal Antennas

There is a total of three internal antennas. The internal antennas are under the carpet between the front seats,
under the carpet above the center console in front of the rear seat and in the luggage compartment. The antennas
(KVM) activates the internal antennas in the event of any of the following:
 a signal is received from the key-in switch when the starter switch is pressed in
 a signal is received indicating that the brake pedal (automatic transmissions) or clutch pedal (manual
gearboxes) is pressed
 a lock command is received from the remote control
 a lock button at one of the external door handles is pressed in
 the first switch in one of the external door handles is closed
 a request to check the key from the central electronic module (CEM).
The antennas are also activated when the vehicle is locked. This is to deactivate any keys which are still in the
vehicle. This is so that the vehicle cannot be passively started by any keys still in the passenger compartment. A
deactivated key is activated again when the vehicle is unlocked or when any of the lock buttons on the
deactivated remote control are depressed.
The keyless vehicle module (KVM) checks the internal antennas every 5th operating cycle if the vehicle speed
EXTERNAL ANTENNAS
Fig. 155: Identifying External Antennas

The external antennas are mounted in the door handles (C30/C70 front doors, S40/V50 rear doors) and in the
rear bumper. The antennas make it possible for Keyless vehicle module (KVM) to communicate with a key
outside the vehicle.
The keyless vehicle module (KVM) activates one or more antennas when:
 the system receives a wake up signal from one of the unlocking switches in the door handles
 the system receives a wake-up signal from the switch on the tailgate
 one of the outer lock buttons is pressed in.
The keyless vehicle module (KVM) checks the external antennas every 5th operating cycle if the vehicle speed
SWITCHES AFFECTED BY THE EXTERNAL DOOR HANDLES

Fig. 156: Identifying External Door Handles

In addition to antennas (C30/C70 in front doors, S40/V50 in rear doors), the external door handles have two
internal switches and a lock button. One switch is connected to the handle and is acted on via a linkage system
when the handle is pulled outward. The second switch is affected when the lock button is pressed in. From the
door handle, there is also a link arm to the quick-lock, where the link arm acts on a third switch inside the
quick-lock when the handle is fully pulled out.
The first switch is closed when the handle is pulled out by 2-4 mm. When a switch is closed, an input on the
keyless vehicle module (KVM) is grounded. The keyless vehicle module (KVM) wakes and activates the
external antennas to scans for a valid key. This switch is closed for as long as the handles is pulled out.
Just before the handle is pulled out to its limit position, the switch in the quick lock is closed by the control arm
from the door handle. When the switch closes, one of the inputs in the keyless vehicle module (KVM) is
grounded.
This mechanical affect on the switch in the quick lock is one of the conditions for the keyless vehicle module
(KVM) to activate the quick lock.
The switch connected to the lock button is closed when the lock button is pressed in. The switch instructs the
keyless vehicle module (KVM) that the vehicle should be locked.
KEY-IN SWITCH.

The key-in switch is inside the start control module (SCU). When the starter switch is pressed in, it indicates to
several systems in the vehicle that the engine is about to be started. A 12V signal is transmitted to the keyless
vehicle module (KVM) and central electronic module (CEM).
When the keyless vehicle module (KVM) receives a key-in signal, it activates one of the internal antennas to
check that there is a valid key in the passenger compartment. The vehicle cannot be started until the key has
been validated.
The start control module (SCU) is powered via the fusebox in the engine compartment.
SWITCH AT THE CLUTCH PEDAL

Fig. 158: Identifying Switch

This switch is only installed on vehicles with manual gearboxes.
The switch is installed together with the clutch pedal. In resting position the switch is open. It closes when the
clutch pedal is pressed down by more than 90% of its entire stroke length. This ground one of the inputs on the
keyless vehicle module (KVM). The keyless vehicle module (KVM) that informs the central electronic module
(CEM) that a passive start has been initiated. The central electronic module (CEM) instructs the keyless vehicle
module (KVM) to scan for a valid key.
LOCK UNIT WITH QUICK LOCK FUNCTIONALITY

Fig. 159: Identifying Lock Unit

The lock unit is installed in the rear of the doors. The lock unit has a quick lock function which is used to reduce
the reaction time of the system. The lock unit has an integrated switch which is closed when the outer door
handles are pulled out to their limit positions. The switch is mechanically connected to the exterior door handle
by a control arm. This allows the keyless vehicle module (KVM) to activate the quick lock motors and open the
door on which the handles was pulled out. The quick lock motor is activated after a key has been validated by
the keyless vehicle module (KVM). The quick lock is mechanically connected to a catch in the standard lock
mechanism at the striker plate on the car body. This means that when the handle is pulled out on a door, the
door opens as soon as the keyless vehicle module (KVM) has validated the key. This reduces the reaction time
of the system considerably.
The lock unit is powered by the keyless vehicle module (KVM).
REMOTE KEYLESS ENTRY (TRX) RECEIVER


Remote Keyless Entry (TRX) is located up by the headlining to the left of the front lighting panel. The receiver
receives the signal coming from the remote control or passive key and transmits it on to Keyless vehicle module
(KVM) via serial communication (ISO).
The remote keyless entry (TRX) receiver has a logic which enables it to check that a correct message is
The remote keyless entry (TRX) receiver has two different modes:
 normal mode
 passive mode.
passive mode for a short period of time. After this time, the receiver reverts to normal mode. The difference
between these two modes is the way in which the receiver communicates with the key.
keyless vehicle module (KVM) ignores all messages from the remote keyless entry (TRX) receiver. This
prevents the status of the central locking system from changing if a button on the remote control is
unintentionally pressed in.
Remote Keyless Entry (TRX) is supplied with voltage directly via 30-feed and is grounded in the A-pillar.
REMOTE CONTROL/PASSIVE KEY

The remote control is identical in appearance in all markets. The differences are internal, depending on whether
it has functionality for keyless entry or not. All remote controls also contain a key blade. The key blade is
normally retracted inside the remote control. The blade is used as a standby option to open the vehicle should
there be a fault in the system.
The buttons on the remote control are:
 Lock - to lock the vehicle

 Unlock - to unlock the vehicle
 A button to unlock the boot lid/luggage compartment lid

 A button to activate the vehicle lighting for 30 seconds
 A button to manually trigger the alarm if an alarm is installed.
 Transponder
 Circuit for remote control
 Circuit for keyless functionality.
The transponder is used so that the immobilizer system can identify the key when it is inserted in the ignition
switch. The transponder contains a unique code. The central electronic module (CEM) must be programmed
with the transponder code before the vehicle can be started.
The circuit for remote control is used to lock and unlock the central locking and to activate the above functions.
The circuits in the remote control which control the remote control functionality are coded. These codes must be
programmed into the keyless vehicle module (KVM) for communication to work.
The circuit for keyless functionality is used for:
 Unlocking
 Locking
 Passive starting
vehicle module (KVM) must learn these codes for communication to function.
The remote control is powered by an internal button battery. The battery is used each time a key needs to
communicate with the system via the remote control or keyless entry function. The battery is not used during
communication with the key transponder when the key is in the ignition switch. The battery must be replaced at
regular intervals depending on how often the remote control is used. The remote control contains an internal
voltmeter that measures the voltage of the internal battery. If the battery voltage is low, this information is
transmitted in the messages transmitted to the Remote Keyless Entry (TRX). The Keyless vehicle module
(KVM) receives this information and transmits a message via the CAN network to the Driver information
module (DIM), which, such cases, displays a message that the voltage for the remote control is low.
NOTE: In certain cases malfunctions may occur in the system when communication
between the keyless vehicle module (KVM) and the ignition key is interrupted
for different reasons. These malfunctions are not due to any electrical faults
and do not generate any diagnostic trouble codes (DTCs).
1. If the ignition key is held in the hand that is used to turn the starter switch, the ignition key identification
can fail. This results in a message being shown in the driver information module (DIM). The vehicle will
not start either. However, the vehicle will start if the starter switch is turned to position 0 and another start
attempt made. The fault does not generate any diagnostic trouble codes (DTCs). The fault is rare.
2. If a button on the remote control is pressed when the keyless vehicle module (KVM) attempts to read out
the identity of the ignition key, reading off will fail. This means that the ignition key cannot transmit and
receive data at the same time (when a button is pressed on the remote control, the ignition key is busy
sending "normal" remote control commands). This fault may occur if the key is in a pocket or bag and a
button has been pressed by mistake.
3. Due to increased ambient radiation, for example, from TV/radio transmitters and mobile phones, the
signal from the remote control can, in some cases, be interrupted. This is rare but can happen. In many
cases this occurs in certain locations, where different outside signals make transmission and reception
conditions unfavorable. This affects not only keyless vehicle systems but all types of wireless
communication.
4. If the remote control is stored together with a mobile phone in a pocket or purse, it can happen that the
mobile phone's signal blocks the remote control's signal to the vehicle. If the remote control's signal to the
vehicle is blocked and at the same time the customer tries to open the door by pulling the handle, the
feature will not work. The same applies if the remote control's signal is blocked and at the same time the
customer tries to unlock the vehicle by pressing the button on the door handle. If this symptom occurs,
then no components are to be replaced. Instead, instruct the customer not to store the remote control
together with a mobile phone. In order to achieve a flawless function, the remote control and mobile
phone must be kept at least 10-15 cm apart.
The keyless vehicle module (KVM) has internal diagnostics. It continuously monitors most of the inputs and
outputs. It does not monitor the outputs for the antennas. The antennas are checked every 5th operating cycle
when vehicle speed exceeds 20 km/h (11 mph).
A diagnostic trouble code is generated if Keyless vehicle module (KVM) detects a malfunction.
Keyless vehicle module (KVM) can identify 34 different malfunctions. Should a problem disappear for some
reason after the diagnostic trouble code was generated, information about the diagnostic trouble code remains in
the memory of Keyless vehicle module (KVM).
system can identify 34 different faults in the keyless vehicle module (KVM). These are stored as diagnostic
trouble codes (DTCs).

This function can be used to continuously read off the values and status of the keyless vehicle module (KVM)
input and output signals.
This function is used to read off the global parameters (frozen values). Frozen values are the global values
which applied when the diagnostic trouble code (DTC) was stored. These values are stored at the same time as a
diagnostic trouble code (DTC). They can be read off if necessary.
This function is used to read off the parameters programmed in the control module. A security code is required
to read off these parameters.

 software P/N
INTERNAL PROGRAM
The keyless vehicle module (KVM) contains a number of internal programs. This facilitates the management of
certain functions. These can be activated using VIDA (Volvo scan tool). The internal programs are:
 Delete all passive keys. The program deletes all programmed keys. The keys that are to be used in the
future by the keyless entry system must be added with the procedure "Add passive key".
 Add passive key. Adds a passive key to the system.
The system can be adapted to the wishes of the customer in a variety of ways. Most importantly, the customer is
able to select the order in which the doors are unlocked from four different settings:
 Total unlocking: All doors and the tailgate or trunk lid are unlocked if a handle is pulled out or the
unlock button for the tailgate or trunk lid is pressed as long as there is a valid key at that door
 Selective unlocking, one of the front doors: The vehicle can only be unlocked using the handle on one
of the front doors if there is a key at that door. The front door on which the handles was pulled unlocks
and opens. The other doors must be opened using the remote control or using the central locking switch
inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open
 Selective unlocking: both front doors: The vehicle can only be unlocked using the handle on one of the
front doors if there is a key at that door. The front door on which the handles was pulled unlocks and
opens. The other front door unlocks. The other doors must be unlocked using the remote control or using
the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will
unlock and open
The setting can be changed at the workshop using VIDA (Volvo scan tool). The customer can change the
setting themselves if the car has an infotainment control module (ICM). If the customer changes the setting, this
setting is transmitted by the infotainment control module (ICM) to the keyless vehicle module (KVM) on the
controller area network (CAN). The default setting when the vehicle is supplied is stored in the central
It is possible to download new software to the control module keyless vehicle (KVM). All codes and settings
performed in the control module are stored in Volvo's central database and are automatically downloaded to the
control module when downloading software.
REPLACING CONTROL MODULE
When replacing a control module, the new control module must be given the same settings as the old control
module in order to work in the system. When downloading software to the new control module, all codes in
question are downloaded at the same time.
After downloading the software, the keys that are to be included in the system shall be programmed. This must
be done with one key at a time. Use the function "Add passive key" in VIDA Program manager.
FUNCTION
LOCKING

Locking takes place when one of the lock buttons on the door handles is pressed in. A ground signal is sent
from the lock button to the keyless vehicle module (KVM). The keyless vehicle module (KVM) then activated
the antennas in the door handles on the side of the vehicle that the lock button was pressed. A request for a key
is transmitted via the antennas. The response from the key is received by the remote keyless entry (TRX)
receiver. The keyless vehicle module (KVM) checks the identity of the key against the its programmed codes. If
the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module
(CEM) to lock the vehicle. The vehicle cannot be locked from the luggage compartment/tailgate.
During a key check outside the vehicle, the internal antennas in the passenger and luggage compartment are also
activated. This is to scan for any keys remaining inside the vehicle. If there are keys inside, the keyless vehicle
module (KVM) will register their identities. Any signals from these keys will be ignored. This applies until the
next time the vehicle is unlocked. This is to prevent remaining keys from being used to unlock or start the
vehicle from outside using the starter switch. A deactivated key is reset when unlocking the vehicle, under the
condition that they remain in the passenger compartment when unlocking, or if any of the locking buttons are
depressed on the remote control that has been deactivated.
NOTE: A key which is deactivated and then somehow removed from the vehicle,
cannot be used to unlock or start the vehicle. To activate the key, it must be
placed inside the vehicle during an unlocking procedure.
Locks the vehicle via command from the remote control, there is no communication between the keyless
vehicle module (KVM) and the key. The keyless vehicle module (KVM) then only receives a message from the
remote control, checks if the key is approved and then sends a lock command to the central electronic module
(CEM). In this instances locking is fully controlled by the central electronic module (CEM). However, if any
keys are left inside the vehicle, they will be deactivated in the same way as above.
UNLOCKING

Two micro-switches are closed if a door handle is pulled out. A switch in the handle closes first followed by a
switch in the quick lock.
When the contact breaker in the handle is closed, the keyless vehicle module (KVM) activates the antennas in
the door handles on the front and rear doors on the side on which the handle was pulled out. A request is
transmitted via the antennas to the passive key. The key transmits an encrypted response which is received by
the remote keyless entry (TRX) receiver. The remote keyless entry (TRX) receiver checks that the received
signal is from a Volvo key. If it is, the message is forwarded to the keyless vehicle module (KVM). The keyless
vehicle module (KVM) decrypts the signal and compares it with its own codes. If these correspond, the keyless
vehicle module (KVM) transmits two signals. One to the quick lock, in the door on which the handle was pulled
out, to unlock and open the door. The other signal is transmitted to the central electronic module (CEM) which
unlocks the other doors, depending on the system settings. The settings are:
 total unlocking
 selective unlocking.
In order for the keyless vehicle module (KVM) to activate the quick lock function, the handles must be pulled
out far enough to close the switch in the lock unit.
A similar procedure to the above is carried out if the handle on the boot lid or luggage compartment lid is acted
on. However, only the antenna in the rear bumper is activated to check the key. If selective unlock is set, only
the boot lid/luggage compartment lid is unlocked and opened. If total unlocking is selected, the side doors will
also be unlocked if the switch on the luggage compartment lid/boot lid is activated.
PASSIVE KEY WARNING
Passive key warning alerts the driver that a validated key has been removed from the passenger compartment.
If a passive key has been validated and used to start the vehicle, the validation only applies until the vehicle is
switched off by the start knob. If the engine is running and a door is opened, the system will scan the passenger
compartment for keys as soon as all doors are closed. If the key that was used to start the vehicle is not detected,
a warning message will be displayed in the driver information module (DIM) and an audible signal heard. The
system will scan for keys each time a door is opened and all doors are closed again or when the driver presses
the READ button. The engine will not be switched off. However, the immobilizer system activates and blocks
new start attempts as soon as the starter switch is turned to position 0.
REMINDER FOR THE STARTER SWITCH
So that the starter switch is not unintentionally left with the ignition on, a warning signal sounds if the driver's
door is opened while the engine is not running. This prevents certain systems which could drain the car battery
from remaining active.
PASSIVE START - KEYLESS VEHICLE MODULE (KVM)
PASSIVE STARTING
Passive start can be initiated in different ways. The system receives an indication that the vehicle is about to be
started when one of the following occurs:
 the key-in switch in the ignition switch is closed

 a signal is received from the central electronic module (CEM) indicating that the brake pedal has been
pressed (automatic transmissions)
 clutch switch (manual transmissions).
HINT: If the clutch pedal is not depressed (switch not affected) when a start is attempted a request for a
text message is sent to the Driver information module (DIM) that the clutch pedal is not depressed.
HINT: On vehicles equipped with DSTC an automatic message that DSTC is engaged is displayed for 5
seconds at a start attempt. This message has higher priority than the message about the clutch pedal. The
message that the clutch pedal is not pressed is therefore shown after 5 seconds.
The switch at the clutch pedal or brake pedal is used as early as possible so that the passenger compartment can
be scanned for keys. The driver naturally presses the clutch or brake pedal before starting. This means that the
reaction time from initiation to start is reduced.
When a scan for a key begins, the internal antennas are activated and a request is transmitted. Keyless entry
keys will reply in order, transmitting their identity number and codes. The keyless vehicle module (KVM)
compares these codes with its own codes. As soon as a received code matches a programmed code, the key is
validated and scanning will stop.
The keyless vehicle module (KVM) then sends an encrypted message to the central electronic module (CEM)
that an approved key has been detected and validated. This validation takes a predetermined amount of time.
If the starter button is then turned from position 0 to I, II or III, the central electronic module (CEM) deactivates
the immobilizer system, allowing the engine to start. If the starter button is not turned from 0 to 1 within a
predefined time, the validation of the key will expire. If the key-in switch or a pedal switch is then reactivated,
the system will scan for keys again.
SYSTEM OVERVIEW
Fig. 164: Identifying Keyless Entry System Overview

The keyless entry system allows the vehicle to be opened without inserting a key in the lock or pressing a button
on the remote control. The system also allows the engine to be started without the ignition key in the ignition
lock. The function is checked by the keyless vehicle module (KVM). The control module is located under the
left-hand front seat. In order to be able to fulfill its tasks, the keyless vehicle module (KVM) is connected to a
number of other units such as:
 Antennas in the external side door handles (C30/C70 front doors, S40/V50 rear doors)
 Antennas in the passenger compartment and luggage compartment
 Antenna in the rear bumper
 Quick lock motors in the lock units in the side doors
 The remote keyless entry (TRX) receiver receives a signal from the key
 The switch in the clutch pedal (manual gearboxes) or a signal from the brake pedal switch via the central
electronic module (CEM) (automatic transmissions)
 Key-in switch.
 Switch in door handle and lock button on handle
electronic module (CEM) and driver information module (DIM) via the LS-CAN.
The external antennas are located in the door handles (C30/C70 front doors, S40/V50 rear doors) and in the rear
bumper.
If a door handle is pulled out, a switch closes. This wakes the system and activates the antennas in the handles
on the side on which the handle was pulled out. If there is a valid key within a radius of approximately 1.5
meters of the handles, that door will open and one or more doors will be unlocked. The doors which unlock
depend on the system settings. The vehicle can also be unlocked if the boot lid/luggage compartment lid handle
is affected.
There are additional antennas inside the vehicle which are activated during start attempts. These allow the
control module to check for a valid key in the vehicle. If there is, the vehicle can be started using the starter
switch on the dashboard.
There are quick locks in the lock units in the doors. These increase the response time of the system. The quick
locks are mechanically connected to the standard lock mechanism. The quick locks can open the door
themselves. The time taken from the handle being pulled out to the door opening is reduced. The keyless
vehicle module (KVM) checks the key, and then opens the first door itself. This saves communication time over
the controller area network (CAN) which is used otherwise by the central electronic module (CEM) to check the
central locking.
The remote keyless entry (TRX) receives signals transmitted by the key. These are sent on to the keyless
A switch at the brake pedal (vehicles with automatic transmissions) or at the clutch pedal (vehicles with manual
gearboxes) informs the system that the vehicle is about to be started. When the switch closes, the keyless
vehicle module (KVM) starts scanning for a valid key.
There are diagnostics for the system. Any diagnostic trouble codes (DTCs) can be read off using VIDA (Volvo
scan tool).
NOTE: In certain cases malfunctions may occur in the system when communication
between the keyless vehicle module (KVM) and the ignition key is interrupted
for different reasons. These malfunctions are not due to any electrical faults
and do not generate any diagnostic trouble codes (DTCs).
1. If the ignition key is held in the hand that is used to turn the starter switch, the ignition key identification
can fail. This results in a message being shown in the driver information module (DIM). The vehicle will
not start either. However, the vehicle will start if the starter switch is turned to position 0 and another start
attempt made. The fault does not generate any diagnostic trouble codes (DTCs). The fault is rare.
2. If a button on the remote control is pressed when the keyless vehicle module (KVM) attempts to read out
the identity of the ignition key, reading off will fail. This means that the ignition key cannot transmit and
receive data at the same time (when a button is pressed on the remote control, the ignition key is busy
sending "normal" remote control commands). This fault may occur if the key is in a pocket or bag and a
button has been pressed by mistake.
3. Due to increased ambient radiation, for example, from TV/radio transmitters and mobile phones, the
signal from the remote control can, in some cases, be interrupted. This is rare but can happen. In many
cases this occurs in certain locations, where different outside signals make transmission and reception
conditions unfavorable. This affects not only keyless vehicle systems but all types of wireless
communication.
4. If the remote control is stored together with a mobile phone in a pocket or purse, it can happen that the
mobile phone's signal blocks the remote control's signal to the vehicle. If the remote control's signal to the
vehicle is blocked and at the same time the customer tries to open the door by pulling the handle, the
feature will not work. The same applies if the remote control's signal is blocked and at the same time the
customer tries to unlock the vehicle by pressing the button on the door handle. If this symptom occurs,
then no components are to be replaced. Instead, instruct the customer not to store the remote control
together with a mobile phone. In order to achieve a flawless function, the remote control and mobile
phone must be kept at least 10-15 cm apart.
SIGNALS
The table below summarizes the input signals to and output signals from the keyless vehicle module (KVM).
(CAN) communication. The illustration below (see Fig. 165) displays the same information with the Volvo

 Lock button on the handles on the side
doors (3/273-276) for locking.  Internal antennas (16/134-135), for
 Unlocking switch in the external door

communication with a key in the passenger
handles (3/273-276), indicates that the compartment.
door handle has been pulled out.  Antenna in the luggage compartment (16/133),
 Unlocking contact breaker for the luggage

for communication with keys
compartment (10/3), indicates that the  External antennas in door handle front
unlocking button is pressed in. (C30/C70) (3/273-274), for communication with
 Quick lock switch in each side door (3/76-
key.
77, 3/100, 3/110), motor activation  External antennas in door handle rear (S40/V50)
permitted. (3/275-276), for communication with key.
 Key-in switch (3/1), indicates that the  External rear antenna (16/132), for
starter button is pressed in. communication with keys.
 Central electronic module (CEM) (4/56),  Lock unit with quick lock motor, front left
signal indicating that the brake pedal is (3/100), for opening the door.
pressed  Lock unit with quick lock motor, front right
 Clutch switch (MAN) (3/271), indicates (3/110), for opening the door.
that the clutch pedal is pressed.
Via serial communication (ISO): Via serial communication (ISO):
 Remote keyless entry (TRX) receiver (4/119),

Remote keyless entry (TRX) receiver control command.
(4/119), for receiving data from keys.  Remote keyless entry (TRX) receiver (4/119),
message to a passive key.
 Infotainment control module (ICM) (16/1) when
 Convertible Roof Module (CRM) (4/59)
changing customer parameters.
(C70)
Fig. 165: Identifying KVM & Components

LIN - LOCAL INTERCONNECT NETWORK (2006-2012)

CONTROL MODULES THAT COMMUNICATE VIA LIN
Fig. 166: Identifying LIN - Local Interconnect Network

NOTE: The illustration above and the table below is an example that shows model year
2007. All other information in the document is general and applies to all model
years.
Control module Name/ Function Connected to/Master node Other

Engine control module
Alternator control module
(ECM).
(ACM)
ACM Also diagnosed by the
Controls charge regulation of
Central electronic module
the battery.
(CEM).
Air quality sensor (AQS) The Climate control module
Measures the particle content Climate control module (CCM) uses this signal as a
AQS
in the air into the climate (CCM) basis for control of the
system. damper for recirculation.
Damper motor module

(DMM)
Regulates the air flow in the Climate control module
passenger compartment, (CCM)

temperature between the
DMM
right (only ECC) and left
sides as well as recirculation.
In total there are two in the
Gas discharge lamp module
vehicle, one on each side.
(GDL) Central electronic module
GDL The control module on the
Controls the function of the (CEM)
left-hand side is the master
GDL lamps.
for the two LIN units.
Gear selector module (GSM)
Provides input signals to the
Transmission control Vehicles with automatic
GSM Transmission control module
module (TCM) transmission only.
(TCM), about the position of
the gear shift.
Left rear door module
(LDM)
LDM Takes care of lock and
window functions in the rear
left door.
Right rear door module
(RDM)
RDM Takes care of lock and
window functions in the rear
right door.
Control panel
driver's door
Sends signals to
the Driver door Driver door module (DDM)
module (DDM)
for control of the
window lifts.
Replaces the Remote
receiver module (RRX) on
vehicles with the keyless
entry function. The receiver
RKE Remote keyless entry (RKE) is physically connected to
(KVM)
the Central electronic
module (CEM), but is
controlled by the Keyless
Remote receiver module Central electronic module Only vehicles without
RRX
(RRX) (CEM) keyless entry functionality.
Rain sensor module (RSM)
Central electronic module Used to control the
RSM Detects whether there is
(CEM) automatic wiper function.
water on the windscreen.
Steering column lock module
(SCL)
SCL Controls the steering column
(CEM)
lock function.
Siren control module (SCM) Central electronic module
SCM
Controls the siren function. (CEM)
Start control module (SCU)
Controls the start function
SCU and reads the key ID at the
(CEM)
request of the Central
Seat heating module (SHM),
driver's side and Seat heating Climate control module
SHM
module (SHM), passenger- (CCM)
side.
Concerns the steering wheel
Steering wheel module Infotainment control module
SWM buttons for control of radio
(SWM) (ICM)
and telephone functions.
Wiper motor module Central electronic module
WMM
(WMM) (CEM)
ERROR MANAGEMENT IN THE LOCAL INTERCONNECT NETWORK (LIN)
ELECTRICAL FAULTS
The communication circuits in the LIN control modules cannot detect electrical faults on the wire. However the
master node continuously reads back the last message it sent itself to check that it has been sent correctly over
the LIN bus.
Should the master node discover that the message last read back is incorrect, for example if the signal wire has
been short-circuited to voltage or ground, the master node can set the diagnostic trouble code (DTC) denoting
the message has not been sent correctly.
COMMUNICATION FAILURE
The master node on a LIN bus sends out messages at specific time intervals.
The master node on the LIN bus in question knows which type of response that a particular slave node shall
send back for a specific message sent from the master node. If the master mode does not receive this response, it
can set the diagnostic trouble code for failed communication with the slave node in question.
FAULTS DISCOVERED BY SLAVE NODES
Control modules that use LIN communication can have integrated diagnostics exactly as the control modules on
CAN. However, it is the Master node to which the slave node is connected that stores the diagnostic trouble
codes for faults that the slave node discovers.
Information about discovered faults in the slave nodes is sent in the messages to the master node.
Each slave node on a LIN bus can be seen as an extension of the master node's own connections. In most cases
it is also the master node that makes evaluations whether the diagnostic trouble code (DTC) can be set or not.
The control modules used as slave nodes on Volvo's LIN buses are supplied preconfigured and with that
programmed for a specific behavior.
Volvo does not use software downloading via LIN. However a new configuration file for a LIN bus can be
downloaded to the master node that controls communication on a LIN bus, on condition that the master mode is
connected to the vehicle's CAN network.
Accordingly, new slave nodes can be added to an existing LIN bus.
LIN (LOCAL INTERCONNECT NETWORK)
LIN (Local Interconnect Network) is a standardized protocol for serial communication on a single wire between
a master and several slave nodes.
The LIN protocol supports Multiplex communication, which means several nodes can communicate on the
same wire without disturbing each other.
LIN was developed, by a consortium of automotive manufacturers, at the end of the 90s in order to build a
network for data exchange over short distances at a low cost. The development of the LIN standard is ongoing
and Volvo plays an active part in this work.
LIN is adapted for one master and up to 16 slave nodes on each communication bus.
More nodes are possible, but several communication buses can in these instances be connected together via the
master node. The master node can also make up an interface to other types of communication buses, for
example, CAN or MOST.
LIN is bidirectional, (two way half duplex) which means information can be sent in both directions. However
only one control module at a time can send information. The level on the bus wire is normally high (approx 13
V) via a pull-up resistance, but is taken down to a low level (approx 1 V) when one of the nodes on the bus
transmits.
The LIN protocol is a supplement to CAN. LIN is a less expensive alternative to CAN and is used where the
transfer rate and performance is not as critical.
Besides a reduction in the number of wires, LIN is adapted for more basic communications circuits, which
means the internal clock circuit in a slave node can be an inexpensive oscillating circuit (a. k. a. RC circuits)
instead of crystals or ceramic oscillators that are used in systems with greater sensitivity to time differences.
This means that control module costs for the LIN standard can be kept down.
A synchronization procedure is used in each message on LIN in order to make communications, which are still
time-dependent, possible. A number of bits at the start of each message are used so that the clock circuit in each
slave control module can adjust to the correct frequency so that the subsequent data in the message can be
received error-free.
If the LIN bus is inactive for a specific period of time, the slave nodes switch to sleep mode to reduce power
consumption.
The transfer rate on LIN can lie between 5 and 20 kbit/s, but Volvo uses 9.6 kbit/s. This can be compared to the
transfer rate on the CAN network which is 125-500 kbit/s.
1 kbit/s = 1000 bits per second.
The reason why Volvo has selected a transfer rate of 9.6 kbit/s is the balance between performance and transfer
quality. A higher transfer rate can be used in some applications.
On a LIN bus there is always one control module that is the main control module (a. k. a. master node). All
other control modules on the same LIN bus are slave nodes.
The master node contains a list describing which slave nodes are connected on the LIN bus in question. The list
in the master node also describes which messages can be sent on the LIN bus and in which order.
Messages are sent in order according to the list in the master node with a specific time delay between messages,
so that any responses from the slave nodes can be received by the master node.
What the slave nodes shall do and/or which data is to be sent as a response when the slave node receives a
message is in turn described in a list that is programmed into each slave node. If a slave node has not managed
to respond before it is time for the next message to be sent from the master node, the master node will start to
send nevertheless and the slave node will be interrupted during its transmission.
The maximum length of a bus wire is set to 35 m (114.83 ft). The high level on LIN means battery voltage, i. e.
approx 9-18 V, yet all circuits connected to the bus must withstand up to approximately 25 V.
The LIN bus is terminated to the battery voltage with a pull-up resistance on all nodes, the master mode with 1
kohms and the slave nodes with 20-47 kohms, usually 30 kohms.
This means that in sleep mode the voltage on the LIN bus is approximately 13 V and the dominant level on the
bus (that is to say when a "1" is transmitted and a node takes down the bus to a low level during the
transmission) is approximately 1 V.
HINT: The voltage on the communication wire is dependent on the supply voltage. The guideline is that
the average value during communication is approximately 2/3 of the supply voltage. With a normal
supply voltage and normal communication, the average voltage on the LIN bus lies at approximately 7-8
V.
The residue voltage level depends on the internal protection diodes in the control module.
The slave nodes also have a diode in series with the pull-up resistance to prevent the connected components
from loading the bus by leading current the back-way if they do not have a power supply.
WIRING
The communication wire used on LIN is a single, unscreened conductor, which includes the most common
cable harnesses in the vehicle. On account of the wire being unscreened, some restrictions due to EMC reasons
can apply to wire routing.
LIN MESSAGE
Complete message
Fig. 167: Identifying LIN Message Format

A = Frame
B = Header
C = Message
A message on LIN is called a frame and consist of the following parts:
1. Synchronization interrupt. Used to wake slave nodes that are in sleep mode.
2. Synchronization field. The synchronization field helps slave nodes to synchronize with their master
node's clock frequency, in order for messages sent to be received correctly.
3. Identification field. Contains information about the contents of the message. All nodes can read and
respond to a message, yet only one node has the right to send a response to the message. Which node has
the right to answer the message is evident from the identifier.
4. Data information. The data sent can be two to eight bytes long. The data information is sent with the
least significant bit first.
5. Checksum. The checksum is a way for slave notes to check whether the received message has been
transferred correctly, or if any disturbance can have occurred during the transmission which has corrupted
the data. If an error has occurred in a message during transmission from the master node to the slave
node, i. e. the checksum calculated by the slave node does not correspond, the slave node will erase the
message and await the next message sent from the master node.
The slave nodes do not send an acknowledgment to a message that has been received correctly. The master
node re-reads the message sent out on the LIN bus and compares the re-read message with the message that was
sent.
If the sent and detected messages are the same, the master mode presupposes that the message has been
received correctly by the slave nodes.
Example from an oscilloscope

Fig. 168: Identifying Example From An Oscilloscope

If you have access to an oscilloscope and measure on the LIN bus, a start-up procedure with subsequent
communication can appear as shown in the illustration.
The lower curve is a magnified section of the upper curve.
In the upper curve you first the LIN bus in sleep mode with the subsequent message. This is followed by several
messages.
The numbers in the different fields correspond to the parts of the message described in the list above.
In the illustration you can see, among others, that the sleep voltage on the LIN bus is approximately 13 V and
that the voltage drops to approximately 1 V during communication.
NOTE: The illustration above is only one example of how messages on the LIN network
can appear.
NETWORK
Increasing demands on functionality have made the electrical system in vehicles increasingly complex. By
using a network with serial communications between the different control modules several functions can be
controlled and monitored using fewer cables.
Example of networks using serial communications are CAN and LIN.
LIN is an acronym for and has been jointly developed as a common standard by a number of different
automotive manufacturers.
The concept involves the exchange of information, via serial communications with a single wire, between
control modules where the same performance as provided by a CAN network is not needed.
LIN is usually used as a communications line between control modules on the CAN network and minor nodes,
such as regulators and advanced sensors.
The number of control modules that communicate via LIN is dependent on the vehicle model and the level of
equipment.
The difference between CAN and LIN is that the CAN network is routed throughout the entire vehicle. Whereas
LIN is usually used in smaller separate networks where the transfer speed and performance is not so highly
prioritized.
ADVANTAGES OF A NETWORK
Instead of using a single wire for each function, serial communications over a network make it possible for
hundreds of signals and functions to be activated, controlled or read via the same wire.
Using a network it is even easier to adapt the system to customers and markets.
In relation to the number of functions and connected components the length of the wiring is short and the
electrical system is more service friendly when based on a network instead of direct connection.
NETWORK STRUCTURE
Fig. 169: Identifying Local Interconnect Network (LIN) Structure

A = Master node
B = Slave node
The network is made up of a number of control modules connected to each other via a communications wire.
The control modules are voltage fed and ground individually and exchange information in an optional direction
via the communication wiring.
In event of a failure on the communication wiring, the control modules will not be able to communicate with the
other control modules located after the failure. However, the control modules located before the failure can still
communicate.
On a LIN bus there is always one control module that is the main control module (a. k. a. master node). All
other control modules on the same LIN bus are slave nodes.
TERMINATING RESISTOR
Fig. 170: Identifying Terminating Resistor

A = Master node
B = Slave node
C = Transmitter/receiver
LIN is terminated to the battery voltage on each node via a pull-up resistance
The master node is terminated with 1 kohms and the slave nodes with 30 kohms.
The termination resistance forms a parallel circuit and the resistance to the battery voltage depends on the
number of connected nodes. The resistance to ground should be infinite or at least extremely large if no
communications are in progress.
MOST NETWORK (2006)

CONSTRUCTION OF THE NETWORK

The MOST network is an optical network in which all control modules included are connected in a ring. All
messages in the MOST network travel in one and the same direction from the infotainment control module
(ICM) to the integrated audio module (IAM).
In a fiber optic network, light pulses are transmitted instead of electrical signals. The light pulses are interpreted
in the same way as the electrical signals on the CAN network.
The MOST network uses the master-slave concept. This means that a master control module, infotainment
control module (ICM) has overall control of communication on the MOST network.
The fiber optic cable is made of plastic. Communication is using red light on a wavelength of 650 nm.
THE OPTICAL CONNECTOR

Fig. 172: Identifying Optical Connector

Terminal Signal type Other

1 / B1 Optical input signal Input signal for MOST communication
2 / B2 Optical output signal Output signal for MOST communication
Each control module in the MOST network has an optical connector which consists of two diodes, a sender
diode and a receiver diode. These transmit and receive light pulses.
The actual communication between two control modules is as follows. A sender diode transmits the message as
a light pulse. This is transmitted from the control module via the MOST network to a photo-optical receiver
diode in the receiving control module.
The two optical terminals in the connector are numbered in the same way on all control modules in the MOST
network. The size of the plastic housing for the two optical terminals varies. A connector with integrated power
supply is integrated with the optical terminals and one connector with only the optical terminals.
MOST COMMUNICATION
All messages are transmitted as light pulses in the same direction on the MOST network. This means that if
other control modules are connected between the two control modules which are communicating, the light
pulses pass through these with no effect on the information. The control modules which are passed through
amplify the light pulse so that it does not become too weak.
A control module with an internal fault can be set to bypass mode. In this mode, the light pulses are sent straight
through the control module without the control module amplifying the light pulse. This means that the distance
before the light pulse is amplified is longer and therefore the luminance is weaker. If the light pulse is too weak,
it cannot be received by the receiving control module.
The infotainment control module (ICM) is the gateway between the MOST and CAN networks for
communication to and from control modules connected on the CAN network.
The infotainment control module (ICM) monitors the communication on the MOST network. This involves
distributing sound channels on the MOST network, so that sound data can be distributed from, for example, the
Integrated Audio Module (IAM) to the audio module (AUD). The majority of activations on the MOST network
are initiated by the infotainment control module (ICM).
The infotainment control module (ICM) also manages diagnostic trouble codes (DTCs) on the MOST network.
If a control module on the MOST network stops working and is unable to transmit light pulses onwards, or if
there is an open-circuit in the fiber optic cable, the entire MOST network will stop working. This means that all
the control modules on the MOST network will stop working. For further information about remedying this,
see: FAULT MANAGEMENT ON THE MOST NETWORK
The infotainment control module (ICM) must always be connected on the MOST network for communication
on the MOST network to work.
The MOST network connections increase and the signal routing may change when control modules are added
because adapter wiring is used to connect the new control module.
LOCATION OF CONTROL MODULES ON THE MOST NETWORK


NOTE: The control modules on the MOST network should be positioned in a particular
order. If this order is not followed, the fault-tracing of the MOST network will
deteriorate.
When a control module is added to the MOST network, it should be placed in the correct order on the network
to make it easier to fault-trace the control modules.
If the control modules are connected in another order, this does not effect the function of the MOST network,
but fault-tracing will be more difficult.
The control modules should be placed in the following order:
1. Infotainment control module (ICM)

2. Multimedia module (MMM)
3. Audio module (AUD)
4. Subwoofer module (SUB)
5. Traffic message channel module (TMC)

6. Global positioning system module (GPS)
7. Phone module (PHM)
8. Integrated audio module (IAM)
If the minimum configuration of control modules on the MOST network in the car is used, the following control
modules are connected:

 Integrated audio module (IAM)
CONTROL MODULES IN THE MOST NETWORK
MOST NETWORK
Fig. 174: MOST Network Control Module Locations

The MOST network can consist of up to eight different control modules.

The infotainment control module (ICM) deals with monitoring and communication on the MOST network. The
infotainment control module (ICM) is in turn monitored by the central electronic module (CEM) on the CAN
network.
When the vehicle is equipped with the Subwoofer module (SUB), the Infotainment control module (ICM) as
well as the Audio module (AUD) are also included as standard on the MOST network.
The simplest variation is when the vehicle is only equipped with an Integrated Audio Module (IAM) and an
Infotainment control module (ICM).
The table below lists all the control modules which may be included in the MOST network for the C70.
Explanation:
CAN = Controller Area Network, electrical network for communication.
LS CAN = low speed side of the CAN.
MOST = Media Oriented Systems Transport, fiber optic network for communication.
Master control module = Control module which monitors the MOST network.
Slave control module = Control module which supplies the MOST network functions.
Option = Factory installed accessories, during the purchase of a new car.
Accessory = After market installation.
(x) = Position number in the illustration.
Control module Function Communication Other

Included in the
standard set-up of the
Master control module,
Infotainment control Monitors the MOST MOST network. Must
connected to both the LS
module (ICM) (1) network. be connected to the
CAN and the MOST network
MOST network to
function.
Displays traffic
Multimedia module information on the Slave module on the MOST
Option, accessory.
(MMM) (2) directly connected network.
display screen.
Included in the
Amplifier to which all MOST network when
loudspeakers except the the vehicle is
Audio module (AUD) subwoofer module (SUB) Slave module on the MOST equipped with a
(3) are connected. The network. Subwoofer module

microphone is also (SUB) or a Global
directly connected to this positioning system
control module. module (GPS).
Otherwise option,
accessories.
Option, accessory.
The audio module
There are two bass
(AUD) must be
Subwoofer module loudspeakers located Slave module on the MOST
connected to the
(SUB) (4) behind the rear seat network.
MOST network for
backrest.
the subwoofer module
(SUB) to function.
Traffic message channel Consists of a TMC Slave module on the MOST
Option, accessory.
module (TMC) (5) antenna and a receiver. network.
Global positioning
Consists of a GPS Slave module on the MOST
system module (GPS) Option, accessory.
antenna. network.
(6)
Connected to the LS CAN and
Phone module (PHM) Controls carphone
is a slave module on the Option, accessory.
(7) functions.
MOST network.
Available in three
versions: CD player, CD
changer or combined CD
and MD player.
Has its own AM/FM
Included in the
Integrated audio module aerial. Slave module on the MOST
(IAM) (8) The performance model network.
MOST network.
has 4 loudspeakers. For
the High performance and
Premium models, the
audio module (AUD) is
required.
FAULT MANAGEMENT ON THE MOST NETWORK
The MOST network is monitored by the infotainment control module (ICM). If it detects a fault in the MOST
network, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There are
different types of diagnostic trouble codes (DTCs) depending on the type of fault. A general rule is that if the
light pulse in the MOST network disappears, the entire network stops working.
Fault types which are processed are:
 no communication from a control module

 faulty communication on the MOST network.
NO COMMUNICATION FROM A CONTROL MODULE
The infotainment control module (ICM) knows which control modules are connected to the MOST network. If
any control module on the MOST network ceases to communicate, a diagnostic trouble code (DTC) is stored in
the infotainment control module (ICM). There is a diagnostic trouble code (DTC) for every control module on
the MOST network for this fault.
Missing communication may be due to an internal fault in the control module or because the function is
incorrectly implemented in the control module.
FAULTY COMMUNICATION
Diagnostic trouble code (DTC) ICM-DC00 is stored in the event of an internal fault in the infotainment control
module (ICM) preventing the transmitting and receiving diodes from sending sound pulses on the MOST
network.
For faults when messages cannot be sent on the MOST network, diagnostic trouble code (DTC) ICM-DC02 is
stored.
Causes of this fault may be that:
 a control module, except the infotainment control module (ICM), has a defective optical connector
 a control module has an internal fault which means that the optical connection stops working
 a control module on the MOST network is not powered. If there is no power supply, the optical connector
stops transmitting light
 the optical cable is damaged or there is an open-circuit. This fault can occur if the bend radius of the cable
is too small or if the cable is kinked or trapped
 there is dirt or oil on the optical connectors which impedes the light
 the connection to a control module has come loose
 the fiber optic terminals in the connector are cross-connected
 there is a loose connection because the fiber optical wiring is incorrectly installed or the fiber optic
terminal pin has been pressed back in the connector
 a bridging connector has come loose or is damaged.
Ring break diagnostics are used to remedy diagnostic trouble code (DTC) ICM-DC02. If a break is discovered
in the MOST network after running a ring break diagnostic, diagnostic trouble code (DTC) ICM-DC01 will be
stored in the infotainment control module (ICM). If this is the case, the position of the open-circuit and control
module location, can be read off from the infotainment control module (ICM).
RING BREAK DIAGNOSTICS
General
This function is important when fault-tracing the MOST network. Ring break diagnostics are used when there is
an open-circuit in the MOST network and diagnostic trouble code (DTC) ICM-DC02 has been stored in the
A ring break diagnosis means that all control modules send a message to the infotainment control module
(ICM) in reverse order to their locations in the MOST network. This means that the integrated audio module
(IAM) transmits first, not last. The control module which does not work will not transmit a response to the
infotainment control module (ICM). This also means that all control modules connected before the broken
control module will not be able to transmit a message to the infotainment control module (ICM).
The same applies in the event of an open-circuit in the fiber optic cable in the MOST network. None of the
control modules before the open-circuit will be able to send their message to the infotainment control module
(ICM). The infotainment control module (ICM) is then able to calculate the position of the open-circuit from the
incoming messages.
HINT: It is important to know which control modules are connected and in what order to identify the
control module which sends each message.

Example 1
A MOST network contains all 8 control modules. There is an open-circuit in the cable between the traffic
message channel module (TMC) and the Subwoofer module (SUB). See the illustration.
During the ring break diagnostic, the infotainment control module (ICM) receives responses in reverse order to
the order of the control modules on the MOST network. Those that are before the Traffic message channel
module (TMC) cannot respond to the infotainment control module (ICM). The infotainment control module
(ICM) receives responses up to position four and presents the value 4.
If there was no open-circuit, the infotainment control module (ICM) would have responded "OK".
Example 2
A MOST network to which the Phone module (PHM) is not connected, however the other seven control
modules are connected.
There is an open-circuit in the cable between the traffic message channel module (TMC) and the audio module
(AUD).
During the ring break diagnostic, the response value from all the control modules before the Phone module
(PHM) will be 1 less than when all control modules are connected. The infotainment control module (ICM)
receives responses up to position three and presents the value 3.
MOST NETWORK
MOST (Media Oriented Systems Transport) is a standardized network communication system for multimedia
applications. The MOST protocol is optimized for fiber optic communication. This means that signals are sent
as light pulses.
MOST DATA
The MOST protocol determines how light pulses or their absence should be interpreted. Each pulse or absent
pulse is called a "bit". The number of "bits" transmitted on the MOST network is 24.8 million per second (24.8
Mbit/s).
A bit can be:
 binary 0, i. e. no light pulse

 binary 1, i. e. light pulse.
The light pulses are transmitted in data frames. A data frame consists of different types of data. The size of a
data frame is 64 bytes, which is 64 x 8 = 512 bits.
The data frame has a frequency of 48 kHz. This means that 48000 data frames are sent per second on the MOST
network.
The data types which are included in a data frame sent on the MOST network are:
 Control data
 synchronous data
 asynchronous data
 administrative data.
Control data
Control data is used to check and allocate functions to control modules and functions in the MOST network.
The control data message is transmitted from, for example, the infotainment control module (ICM) to another
specific control module.
The control data message automatically checks if the receiver has received the signal and that the entire
message has been correctly transmitted between the transmitting and receiving control modules.
The size of the control data is 2 bytes per data frame. A block, which consists of 16 data frames, is required for
a control message to be sent. This means that the total size of the control message is 32 bytes. A control
message is the minimum size of a message to activate or deactivate functions on the MOST network.
Examples of MOST messages are track changes or stop commands on the CD player.
Up to 1000 control data messages can be sent per second.
Synchronous data
Synchronous data is used to transmit data which requires considerable quantities of data in real time, for
example to play back sound from the Integrated Audio Module (IAM).
The length of the synchronous data message which can be sent may be up to 60 bytes per data frame, although
never less than 24 bytes. This gives a transfer rate of up to 23 Mbits per second for data transmitted as
synchronous data.
Synchronous data shares the data frame with asynchronous data. The infotainment control module (ICM)
controls which control modules transmit synchronous data and which are receivers.
Asynchronous data
Asynchronous data is used to send large quantities of data, such as TCP/IP and digital images, but not in real
time.
The length of the message can be up to 36 bytes. This gives a maximum transfer rate of 14 Mbits per second.
When the message has been sent, a check is run to ensure that is has been correctly received.
Asynchronous data shares the data frame with synchronous data. The infotainment control module controls
which control modules transmit asynchronous data and which are receivers.
Administrative data
Administrative data consists of two parts.
The first part is at the start of the data frame. This describes how much of the transmitted data is synchronous
and how much is asynchronous.
The second part is at the end of the data frame. This part checks that the control modules on the MOST network
are working correctly.
The size of administrative data is 2 bytes.
MOST DATA FRAME

Fig. 176: Identifying MOST Data Frame

A data frame consists of different parts. This contains for example:
 Control data
 synchronous data and
A data frame on the MOST network is 64 bytes. The data frame consists of the following:
1. synchronization of the clock on the MOST network, i. e. the frequency at which data is transmitted so that
the data is sent at the correct intervals
2. administrative data, indicates the size of the asynchronous and synchronous data
3. synchronous data
4. asynchronous data
5. Control data
6. administrative data
16 data frames are required to form a block. One block is the minimum size of a MOST message.
MOST PROTOCOL
All activations on the MOST network are control messages or MOST messages. The majority of the MOST
messages are initiated by the infotainment control module. The infotainment control module informs certain
control modules if a function in the control module must be activated. The infotainment control module then
allocates space to transmit data on the MOST network for those activations which have been initiated in the
control modules. This is either synchronous or asynchronous data. The structure of a message is as follows:
This means:
 - The ID number of one of more control modules in the network

 - the ID number of a function unit, for example the CD function in the Integrated Audio Module
 - the ID number to differentiate two identical function units, for two Integrated Audio Modules for
example
 - The ID number of the function to be activated, for example play or stop
 - Specifies how the function is to be used, because a function can be used in different ways.
This means: play song number 10 on the CD player in the Integrated Audio Module (IAM).
The infotainment control module (ICM) knows which control modules are in the MOST network. It can then
assign specific ID numbers to all control modules and the included functions. If control modules are removed or
added, the ID numbers for the control modules are re-assigned.
CALCULATING THE TRANSFER RATE
The number of "ones" and "zeros" transmitted per second determines the transfer rate.
The number of data frames multiplied by the clock frequency of a frame gives the transfer rate.
Example
The maximum transfer rate of asynchronous data:
Bit = a binary 1 or 0
Byte = 8 bit
Maximum asynchronous data = 36 byte
This gives: 36 x 8 = 288 bit
The clock frequency for a data frame = 48 kHz
The maximum number of bits of asynchronous data x the clock frequency of a frame: 288 x 48000 = 14 Mbits
per second.
SOFTWARE DOWNLOADS ON THE MOST NETWORK
The concept for downloading software is the same as for the CAN network. The CAN uses a PBL (primary boot
loader) which is permanently installed in the control module, and a secondary program loading file (SBL -
secondary boot loader) which is downloaded into a RAM while the control module is being programmed.
When downloading software for the MOST control modules, a third type of download module is used, GBL
(Gateway boot loader). For downloads to the MOST control modules to work, the GBL must be loaded into the
infotainment control module (ICM). SBL is used to program the infotainment control module (ICM), in the
same way as for all other CAN control modules.
GBL downloading
A PROG command is transmitted on the CAN network to all control modules including the infotainment
control module (ICM). This command sets all the control modules to reset mode. Before the infotainment
control module (ICM) switches to reset mode, it switches off the light to all MOST control modules.
The PROG command sets all CAN control modules to programming mode. The MOST network is inactive
during this phase.
The GBL is then downloaded to a RAM memory in the infotainment control module (ICM). The GBL is then
activated and the infotainment control module (ICM) transmits light pulses on the MOST network. The GBL
now functions as a connection between the CAN and MOST networks. The GBL sets the MOST control
modules to programming mode. All the control modules on the MOST and CAN networks can then be
addressed in the same way to download software.
In the event of a total software reload for the control modules on the MOST network, select the MOST network
option. Select CAN network for control modules on the controller area network (CAN).
SECURITY ON MOST
This function is used to ensure that all control modules on the MOST network can be used. When the MOST
network starts up (ignition position I, II or III), the infotainment control module (ICM) checks that all control
modules on the MOST network have approved serial numbers. If the infotainment control module (ICM)
detects that one or more control modules do not have approved serial numbers, these modules will be set to
"disable mode". This means that the control module functions cannot be used in the MOST network. The light
pulses can only pass through the control module.
It takes 30 seconds for the infotainment control module (ICM) to check the control modules. This means that
non-approved control modules will be disabled after 30 seconds.
THE NETWORK
The increasing requirements of extended functionality in vehicles has underpinned the development of systems
with better performance and more functions. The MOST network is a result of this development.
The MOST network is a fiber optic network which allows a high number of different commands and messages
to be sent and received on the same cable and in the same direction.
By using a fiber optic network, functionality is extended without increasing the amount of wiring.
The number of commands and messages which can be handled on the network depends on factors such as the
network speed and the length of the message or command. The MOST network which is used in Volvo cars has
the capacity to transmit over 300 message types and approximately 1000 messages per second. The transfer rate
on the MOST network is approximately 25 Mbit/s.
ADVANTAGES OF AN OPTICAL NETWORK
 electrical short-circuits are not possible on the MOST network. This reduces the risk of damage to control
modules connected to the network
 As an optical network, the MOST network does not have problems with EMC (Electro Magnetic
Compatibility)
 the wiring is not sensitive to electrical cross-induction from other wiring
 The transfer speed of the MOST network is much higher than the CAN network
 it is easy to add further functions and to install accessories, known as plug and play units.
The control modules in the network are connected to each other and are constructed so that more functionality
can be easily added. All that is required to increase functionality is:
 to connect the sensors to the nearest control module

 to connect the controlled component to the nearest control module
 to download software to change the configuration and programming of the network.
MOST NETWORK (2007)





1/B1 Optical input signal Input signal for MOST communication
2/B2 Optical output signal Output signal for MOST communication
MOST COMMUNICATION
Remote Digital Audio Receiver (RDAR) to the Integrated Audio Module (IAM). The majority of activations on
the MOST network are initiated by the infotainment control module (ICM).


deteriorate.

5. Traffic message channel module (TMC) / Remote Digital Audio Receiver (RDAR)
6. Global positioning system module (GPS)
8. Integrated Audio Module (IAM)
MOST NETWORK
Fig. 180: Identifying Control Modules

The MOST network can consist of up to nine different control modules.
network.
The vehicle is always equipped with an Infotainment control module (ICM) and Integrated Audio Module
(IAM).
In addition to these two, one or more control modules is/are connected to the MOST loop to obtain the desired
functions in the vehicle.
The table below lists all the control modules which may be included in the MOST network.
Explanation:
control module Function Communication Other

Included in the standard
Master control module, set-up of the MOST
Infotainment control Monitors the MOST
connected to both the LS network. Must be
module (ICM) network.
CAN and the MOST network connected to the MOST
network to function.
Option, accessory.
The global positioning
Displays traffic
system module (GPS)
must be connected to the
(MMM) directly connected network.
MOST network for the
display screen.
Multimedia module
(MMM) to work.
Option, accessory.
Only EU.
The Global positioning
system module (GPS)
Traffic message Consists of a TMC Slave module on the MOST and Multimedia module
channel module (TMC) antenna and a receiver. network. (MMM) must be
connected to the MOST
network for the Traffic
message channel module
(TMC) to work.
Receives and decodes
Remote Digital Audio digital radio signals. Has Slave module on the MOST Option, accessory.
Receiver (RDAR) a directly connected network. Only USA/CDN.
antenna.
Amplifier to which all Slave module on the MOST Option, accessory.
Audio module (AUD) speakers except the Included in sound
network.
subwoofer module systems High
(SUB) are connected. Performance and

Premium Sound.
Option, accessory.
S40/V50/C70 only.
The audio module
Amplifier and bass
Subwoofer module Slave module on the MOST (AUD) must be
speakers integrated in
(SUB) network. connected to the MOST
the same unit.
network for the
subwoofer module
(SUB) to function.
Global positioning Consists of a GPS Slave module on the MOST
Option, accessory.
system module (GPS) antenna. network.
Option, accessory.
The audio module
Connected to the LS CAN (AUD) must be
Controls carphone
Phone module (PHM) and is a slave module on the connected to the MOST
functions.
MOST network. network for the Phone
module (PHM) to
function.
Has its own AM/FM
aerial.
The performance model
has 4 loudspeakers. For Included in the standard
Integrated Audio Slave module on the MOST
the High performance set-up of the MOST
Module (IAM) network.
and Premium Sound network.
models, the audio
module (AUD) is
required.

network.
stored.
During a ring break diagnostic, all control modules transmit a message to the infotainment control module
(ICM) in reverse order to their position on the MOST network. This means that the Integrated Audio Module
(IAM) transmits first, not last.
The control module which is not working will not transmit a response to the infotainment control module
(ICM). This also means that the control modules which are connected before the defective control module will
be unable to transmit a message to the infotainment control module (ICM).
incoming messages.
Fig. 181: Identifying Ring Break Diagnostics

Example 1
A MOST network contains all 8 control modules. There is an open-circuit in the cable between the Remote
Digital Audio Receiver (RDAR) and the Audio module (AUD). See the illustration
the order of the control modules on the MOST network.
Those that are before the audio module (AUD) cannot respond to the infotainment control module (ICM). The
infotainment control module (ICM) receives responses up to position five and presents the value 5.
Example 2
A MOST network to which the subwoofer module (SUB) is not connected, however the other eight control
There is an open-circuit in the cable between the Remote Digital Audio Receiver (RDAR) and the audio module
(AUD).
During the ring break diagnostic, the response value from all the control modules before the subwoofer module
(SUB) will be one less than example 1 when all control modules are connected. The infotainment control
module (ICM) receives responses up to position four and presents the value 4.
MOST NETWORK
MOST DATA
as light pulses.
Mbit/s).
A bit can be:

network.
 control data
Control data
Control data is used to check and to allocate the functions to the control modules and the functions in the MOST
network.
Synchronous data
example to play back sound from the Audio Module (AUD).
synchronous data.
Synchronous data shares the data frame with asynchronous data. The infotainment control module controls
which control modules transmit synchronous data and which are receivers.
Asynchronous data
time.
Administrative data
MOST DATA FRAME

 control data
3. synchronous data
5. control data
6. administrative data.
MOST PROTOCOL
This means:

 - ID number to differentiate two identical function units
Example
Byte = 8 bit
The maximum number of bits of asynchronous data x clock frequency for a frame: 288 x 48000 = 14 Mbit/s.
The concept for downloading software is the same as for the CAN network. The CAN uses a PBL (-primary
boot loader) which is permanently installed in the control module, and a secondary program loading file (SBL -
same way for all other CAN control modules.
GBL downloading
SECURITY ON MOST
network starts up (ignition position I, II or III), the infotainment control module (ICM) checks that all control
"disable mode". This means that the control module functions cannot be used in the MOST network. The
control module only acts as a conduit for the light pulses.
THE NETWORK
Compatibility)

MOST NETWORK (2008)

Fig. 183: Identifying Most Network (2008) On C70




MOST COMMUNICATION

Fig. 185: Identifying Most Network (2008)

order. If this order is not followed, troubleshooting of the MOST network will be
more difficult.

5. Remote Digital Audio Receiver (RDAR)

7. Integrated audio module (IAM)
8. Accessory USB unit (AUU)
MOST NETWORK
Fig. 186: Identifying Control Modules In The MOST Network

network.
(IAM).
Explanation:
Control module Function Communication Other

Option, accessory.
The global positioning
Displays traffic
system module (GPS)
must be connected to the
MOST network for the
display screen.
Multimedia module
(MMM) to work.
antenna.
Option, accessory.
Amplifier to which all
Included in sound
speakers except the Slave module on the MOST
Audio module (AUD) systems High
subwoofer module network.
Performance and
(SUB) are connected.
Premium Sound.
Option, accessory.
Amplifier and bass S40/V50/C70 only.
Subwoofer module Slave module on the MOST The audio module
speakers integrated in
(SUB) network. (AUD) must be
the same unit.
connected to the MOST
network for the
subwoofer module
(SUB) to function.
Option, accessory.
The audio module
Controls carphone
functions.
MOST network. network for the Phone
module (PHM) to
function.
Has its own AM/FM
aerial.
Integrated audio Slave module on the MOST
module (IAM) network.
models, the audio
module (AUD) is
required.
Enables listening to the
customer's portable
Accessory USB unit Slave module on the MOST
media players in the Option, accessory.
(AUU) network.
vehicle's speaker system
via USB-port.

network.
stored.
During a ring break diagnostic, all control modules transmit a message to the infotainment control module
(ICM) in reverse order to their position on the MOST network. This means that the Integrated Audio Module
(IAM) transmits first, not last.
incoming messages.
Fig. 187: Identifying A MOST Network Control Modules

Example 1
Digital Audio Receiver (RDAR) and the Audio module (AUD). See the illustration (applies to the S40/V50).
infotainment control module (ICM) receives responses up to position five and presents the value 5.
Example 2
A MOST network to which the subwoofer module (SUB) is not connected, however, the other seven control
(AUD).
During the ring break diagnostic, the response value from all the control modules before the subwoofer module
(SUB) will be one less than example 1 when all control modules are connected. The infotainment control
module (ICM) receives responses up to position four and presents the value 4.
MOST NETWORK
as light pulses.
MOST DATA
Mbit/s).
A bit can be:

network.
 control data
Control data
network.
Synchronous data
synchronous data.
Synchronous data shares the data frame with asynchronous data. The infotainment control module controls
which control modules transmit synchronous data and which are receivers.
Asynchronous data
time.
Administrative data
MOST DATA FRAME

 control data
3. synchronous data
5. control data
MOST PROTOCOL
This means:

 - ID number to differentiate two identical function units
Example
Byte = 8 bit
GBL downloading
SECURITY ON MOST
This function is used to make sure that all control modules on the MOST network can be used. When the
MOST network starts up, ignition position I, II or III, the infotainment control module (ICM) checks that all
control modules on the MOST network have approved serial numbers. If the infotainment control module
(ICM) detects that one or more control modules do not have approved serial numbers, these modules will be set
to "disable mode". This means that the control module functions cannot be used in the MOST network. The
control module only acts as a conduit for the light pulses.
THE NETWORK
Compatibility)

MOST NETWORK (2009-2012)

MOST NETWORK
Fig. 189: Identifying Control modules Of The MOST Network

network.
(IAM).
Explanation:

control module Function Communication Other

Displays traffic
Option, accessory.
display screen.
antenna.
Option, accessory.
Amplifier to which all
Included in sound
speakers except the Slave module on the MOST
Audio module (AUD) systems High
subwoofer module network.
Performance and
(SUB) are connected.
Premium Sound.
Option, accessory.
Only C70.
The audio module
Amplifier and bass
Subwoofer module Slave module on the MOST (AUD) must be
speakers integrated in the
(SUB) network. connected to the MOST
same unit.
network for the
subwoofer module
(SUB) to function.
Option, accessory.
The audio module
Controls carphone
functions.
MOST network. network in order for the
Phone module (PHM)
to work. The Phone
module (PHM) cannot

be installed in vehicles
at the same time as the
Bluetooth phone
module (BPM).
Option, accessory.
Functions as a wireless
The Bluetooth phone
link between the vehicle's
module (BPM) cannot
Bluetooth phone infotainment system and Slave module on the MOST
be installed in the
module (BPM) mobile telephone network.
vehicle at the same
equipped with Bluetooth
time as the Phone
technology.
module (PHM).
Has its own AM/FM
aerial.
Integrated Audio Slave module on the MOST
Module (IAM) network.
models, the audio
module (AUD) is
required.
Enables listening to the
customer's portable
Accessory USB unit Slave module on the MOST
media players in the Option, accessory.
(AUU) network.
vehicle's speaker system
via USB-port.

network.
stored.
General
During ring break diagnostics, all control modules transmit a message to the infotainment control module (ICM)
in reverse order to their position on the MOST network. This means that the Accessory USB unit (AUU)
transmits first, not last.
The same applies with an open circuit on the optical cable in the MOST network. No control module before the
open circuit can send messages to the Infotainment control module (ICM).
By means of the incoming messages, the Infotainment control module (ICM) can determine where the open
circuit has taken place.
Fig. 190: Identifying Ring Break Diagnostics

Example 1
Digital Audio Receiver (RDAR) and the Audio module (AUD). See the illustration (applies to the S40/V50).
infotainment control module (ICM) receives responses up to position four and presents the value 4.
If there was no open-circuit, the infotainment control module (ICM) would have responded "OK.
Example 2
A MOST network to which the Phone module (PHM) is not connected, however the other six control modules
are connected.
(AUD).
Using ring break diagnostics, all control modules before the Phone module (PHM) will have minus one on its
response compared to example 1 where all control modules were connected.
Infotainment control module (ICM) receives responses up to position three and presents the value 3.
If there was no open-circuit, the infotainment control module (ICM) would have responded "OK.
MOST NETWORK
as light pulses.
MOST DATA
Mbit/s).
A bit can be:

network.
 control data
Control data
network.
Synchronous data
synchronous data.
Synchronous data shares the data frame with asynchronous data. The infotainment control module (ICM)
controls which control modules transmit synchronous data and which are receivers.
Asynchronous data
time.
The length of the message can be up to 36 bytes (synchronous data minimum 24 bytes + asynchronous data 36
bytes = 60 bytes). This gives a maximum transfer rate of 14 Mbits per second. When the message has been sent,
a check is run to ensure that is has been correctly received.
Asynchronous data shares the data frame with synchronous data. The infotainment control module (ICM)
controls which control modules transmit asynchronous data and which are receivers.
Administrative data
MOST DATA FRAME

 control data
3. synchronous data
5. control data
MOST PROTOCOL
messages are initiated by the infotainment control module (ICM). The infotainment control module (ICM)
informs certain control modules if a function in the control module must be activated. The infotainment control
module (ICM) then allocates space to transmit data on the MOST network for those activations which have
been initiated in the control modules. This is either synchronous or asynchronous data. The structure of a
message is as follows:
 DeviceID. FBlockID. InstID. FktID. OPType
This means:
 DeviceID - ID-number of one or several control modules in the network

 FBlockID - ID-number of a function unit, for example, the CD-function in the integrated audio module
(IAM)
 InstID - ID number to differentiate two identical function units
 FktID - The ID number of the function to be activated, for example play or stop
 OPType - Specifies how function is to be used, since a function can be used in different ways.
The message may appear as follows:
 IAM. CD.01. Track, Length. Set(10)
Example
Byte = 8 bit
GBL downloading
SECURITY ON MOST
network starts up, ignition position I, II or III, the infotainment control module (ICM) checks that all control
disable mode. This means that the control module functions cannot be used in the MOST network. The control
module only acts as a conduit for the light pulses.
NETWORK
Compatibility)

NETWORK DESIGN
Fig. 192: Identifying Optical Network For C70

(ICM) to the Accessory USB unit (AUU).


Terminal Signal type Miscellaneous

MOST COMMUNICATION

Fig. 194: Identifying Optical Network

deteriorate.
The control modules should be placed in the following order (applies to the C70):

5. Remote Digital Audio Receiver (RDAR)
6. Phone module (PHM)/ Bluetooth phone module (BPM)

7. Integrated Audio Module (IAM)
8. Accessory USB unit (AUU)
MULTIMEDIA MODULE (MMM) (2006-2007)

DESIGN
CONTROL MODULE
Fig. 195: Identifying Multimedia Module (MMM)

A DVD player is integrated in the multimedia module (MMM). The DVD player is used to read DVDs with
road maps. The control module has various user functions such as:
 the start menu

 navigation
 system settings.
The start menu displays all the functions available to the user on the screen.
The multimedia module (MMM) also has an integrated three dimensional piezo-electrical gyro. This supplies
information about the movements of the vehicle, such as any turns taken.
Information used from other nodes for navigation are:
 the wheel rotation counter from the brake control module (BCM)
 the back-up gear position from the transmission control module (TCM) and central electronic module
(CEM)
 the vehicle speed signal from the central electronic module (CEM).
Information from these control modules is transmitted to the infotainment control module (ICM) which then
transmits the information onwards to the multimedia module (MMM).
The map displayed on the screen indicates the position of the car. This position is calculated using information
from:
 the wheel rotation counter

 the vehicle speed signal
 the gyro in the multimedia module (MMM)
 the back-up gear position
 the global positioning system module (GPS)
 the map matching function.
Information from the gyro and wheel rotation counter can be used for dead reckoning (i. e. to calculate the
position). This happens for example when communication with the GPS satellites is lost such as when traveling
through a tunnel.
The multimedia module (MMM) receives traffic information messages (TMC) from the traffic message channel
module (TMC) via the MOST network. This information is displayed on the directly connected display screen.
TMC (Traffic Message Channel) is a standardized code system for traffic messages giving information about
road repairs, traffic queues etc. The Japanese equivalent of TMC is called FM multiplex. There is no
corresponding system in the U. S. A.
The navigation function of the multimedia module (MMM) also includes voice guiding which instructs the
driver how to reach the set destination.
The user can configure certain functions in the system settings. These functions are:
 date and time

 user settings, such as password.
The following functions are displayed on the directly connected display screen:
 navigation.
The control module transmits all the signals required to control the display screen.
Multimedia module (MMM) uses the Windows CE operating system.
DISPLAY SCREEN
Fig. 196: Identifying Display Screen

Functions such as system settings and navigation are presented on a 6.5" display screen in the center of the
dashboard. The display screen is directly connected to the multimedia module (MMM). The control module
transmits all the signals required to control the display screen.
If there is an internal fault in the screen or faults in communication with the control module, the quality of the
display on the screen will deteriorate or the screen will stop working completely. A simple way to detect a fault
in the screen, or communication problems between the screen and the control module, is to check the
appearance of the image on screen.
The menu system on the display screen can be controlled either using the navigation buttons on the reverse of
the steering wheel or using the screen remote control. The infra-red receiver for the remote control is in the
loudspeaker grille on the dashboard.
most recent operating cycle is defined as permanent. Other faults are defined as intermittent.
been erased.

 software P/N

New software can be downloaded into the multimedia module (MMM). When ordering software, the hardware
and the software in the car is compared to the information in the Volvo central database. If the comparison is
OK the software is downloaded to the control module.
All the software required for the traffic information system to work in the control module is on the DVDs.
The control module is located in the glove compartment.
After replacing the control module, the unique serial numbers of the control module are checked by the
infotainment control module (ICM). The installed control module will not work if the serial number is incorrect.
Try turning the ignition off and on if there are problems after the software is downloaded and the control
module is not working.
The MOST network is used for a total software reload.
FUNCTION
MENU CONTROL
Fig. 197: Identifying Steering Wheel Module (SWM)

The on-screen menu can be controlled using the buttons on the reverse of the steering wheel.
The buttons consists of:
 a Back button
 an Enter button
 a navigation button which is used to move the cursor up, down, left and right on the screen.
The steering wheel module (SWM) (3/254) transmits a signal to the infotainment control module (ICM) (16/1)
via the controller area network (CAN).
The infotainment control module (ICM) converts the electrical signal to an optical signal and sends it onwards
to the multimedia module (MMM) (16/108) via the MOST network.
The remote control for the multimedia module (MMM) has the same functions as the steering wheel buttons.
The remote control can be used to control the menus on the display screen. The IR signal is transmitted from the
remote control to an IR receiver which is mounted in the loudspeaker grille on the dashboard. The receiver
transmits the signal to the multimedia module (MMM) via the infotainment control module (ICM).
NAVIGATION
Fig. 198: Identifying Navigation System & Components

The navigation function displays the location of the car and directions to the entered destination.
The navigation buttons on the steering wheel module (SWM) (3/254) are used to control the on-screen menu for
navigation.
The multimedia module (MMM) (16/108) receives GPS signals on the MOST-network from the global
positioning system module (GPS) (16/139).
Two signals are transmitted to the central electronic module (CEM) (4/56) on the high speed section of the
control area network (CAN):
 information about the wheel rotation counter is transmitted from the brake control module (BCM) (4/16)
 information about the back-up gear position is transmitted from the transmission control module (TCM)
(4/28).
The central electronic module (CEM) transmits both signals to the infotainment control module (ICM) (16/94)
via the low speed side of the Controller area network (CAN). The vehicle speed signal is transmitted from the
central electronic module (CEM) to the infotainment control module (ICM). The infotainment control module
(ICM) transmits in turn the signals to the multimedia module (MMM) on the MOST network.
Information for voice guiding for the selected destination is transmitted on the MOST network between the
multimedia module (MMM) and the audio module (AUD) (16/105).
A DVD with the required road network must be inserted in the DVD player in order for the multimedia module
(MMM) to select a route and display the position of the car. The control module is then able to calculate the
position and display it on the directly connected screen (16/46).
SYSTEM OVERVIEW
CONTROL MODULE

The multimedia module (MMM) is an option and has the primary task of the managing the functions for:
 navigation
 Traffic message channel (TMC)

 FM multiplex (Japan only)
 display screen
 DVD player.
Only the display screen is directly connected to the multimedia module (MMM). The DVD player is integrated
in the multimedia module (MMM). The functions from other control modules are via the MOST network, but
are managed using the multimedia module (MMM). The system is not compatible with music or film CD or
DVDs.
The multimedia Module (MMM) uses the MOST network to communicate with other control modules.
(DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link
connector (DLC) in the vehicle.
number in the multimedia module (MMM) is correct. The multimedia module (MMM) will not function if the
serial number is incorrect. Try switching the ignition off and on if there are problems when replacing the
multimedia module (MMM).
A simple way to ensure that the multimedia module (MMM) is powered is to insert and then remove a DVD. If
this does not work, check that the control module is powered and grounded.
The multimedia module (MMM) is located in the glove compartment.
SIGNALS
The table below summarizes the input signals to and output signals from the multimedia module (MMM). The
signal types are divided into directly connected signals and MOST communication. The illustration below (see
Fig. 200) displays the same information with the Volvo component designations.

-  Display screen (16/46) color and
synchronizing signals.
 Audio module (AUD) (16/105)  Audio module (AUD) (16/105)
 Phone module (PHM) (16/60)  Phone module (PHM) (16/60)
 Global positioning system module (GPS)  Global positioning system module (GPS)
(16/139) (16/139).
 Traffic message channel module (TMC)
(16/49).
Fig. 200: Identifying Multimedia Module (MMM) & Components

MULTIMEDIA MODULE (MMM) (2008)

DESIGN
CONTROL MODULE

The Multimedia module (MMM) has a hard disk and a DVD player integrated in the control module. The DVD
player is used to upgrade the software in the Multimedia module (MMM) and transfer map information from
the DVD to the hard disk. Using the hard disk obtains the map information quicker and makes storing more data
possible. The map information is used for navigation.
The Multimedia module (MMM) has an integrated gyro that manages information about the vehicle's direction
of travel.
The multimedia module (MMM) as inputs and outputs for:
 power supply
 ground
 GPS
 TMC
 RGB output to the screen
 MOST network
GPS
Information to the GPS unit consists of signals received from GPS satellites via the GPS antenna.
The navigation system requires at least three satellites to be able to calculate the vehicle's position.
Power is supplied to the GPS unit from the multimedia module (MMM). The GPS unit is integrated in the
NOTE: If the GPS signal is diagnosed as missing, the signal should be checked
outdoors in an open area as the signal could be blocked if the vehicle is indoors
and surrounding buildings could interfere with reception of GPS signals. It can
take up to 12 minutes until the GPS signal has been captured and the position
has been determined.
TMC
The TMC signal is transmitted from the antenna amplifier and received by the TMC receiver. The TMC signal
is managed in the Multimedia module (MMM) and the information is then presented on the display screen.
The TMC receiver is integrated in the multimedia module (MMM).
TMC is a standardized code system for traffic bulletins, such as information on road construction. TMC is only
available on certain markets.
SCREEN

Functions such as system settings and navigation are presented on the display screen in the center of the
dashboard. The Multimedia module (MMM) transmits RGB signals to the display screen.
The screen's menu system can be controlled with the navigation keys on the back of the steering wheel or with
the remote control for the screen.
The receiver for the remote control, the IR-eye, is installed in the speaker grill on the instrument panel.
If the control module detect a fault, a diagnostic trouble code is stored. A fault that was detected during the last
driving cycle is defined as permanent. Other faults that are detected are defined as intermittent.
Should a fault disappear for any reason after being stored in the control module as a permanent diagnostic
trouble code, the information remains stored in the control module. If a fault is no longer permanent, the
diagnostic trouble code remains as intermittent.
NOTE: Certain functions are not available until the diagnostic trouble codes have been
erased.
This function can be used to activate components and functions that affect the multimedia module (MMM).
memory.

 software P/N
DOWNLOADING SOFTWARE, MAP UPDATING AND REPLACING THE CONTROL MODULE

The DVD is used to upgrade the application software in the multimedia module (MMM).
MAP UPDATING
Map information is updated by inserting a new DVD with updated map information in the DVD player. The
map information is transferred onto the hard disk in the Multimedia module (MMM).
When the map information has been updated, the DVD must be in the DVD player in order for the map
information to be displayed.
The multimedia module (MMM) is mounted in the glove compartment.
The Multimedia module (MMM) is preloaded with application software and map information.
When replacing the Multimedia module (MMM), software must also be downloaded via Volvo's central
database to be able to write the new serial number to the Central electronic module (CEM).
After replacement of the multimedia module (MMM), the infotainment control module (ICM) checks its unique
serial number. If the serial number is incorrect, the multimedia module (MMM) will not work. If the problem
remains after software download, try switching the ignition off/on.
FUNCTION
CONTROL MODULE

The DVD player is used to transfer map information to the hard disk. The map information on the hard disk is
used to navigate. The Multimedia module (MMM) has several user functions, such as:
 route guidance, i. e. guidance to a specific target (address, a specific hotel etc.)

 show map
 find a hotel, a car park, a shopping mall, in the surroundings or in the vicinity of a specific place
 show TMC information, i. e. traffic information (traffic jams, closed roads etc.)
 show remaining mileage and estimated journey time to selected destination.
 system settings for navigation
The start menu allows the user to choose whether the system is to start in a Beginner or Advanced user setting.
In the Beginner user setting, only the most important functions are available and are intended for beginners. All
functions are available in the advanced user setting
The navigation menu and quick menu display, on the monitor, all the functions that are available for the user to
use.
Certain functions can be configured by the user in system settings. These functions are:
 type of route guidance (fastest route, shortest route or easiest route)

 avoid ferries, toll roads etc or not
 volume voice guidance
 language.
MENU NAVIGATION
Fig. 204: Identifying Steering Wheel Module (SWM) Communication

The on-screen menu can be controlled using the navigation buttons on the reverse of the steering wheel (16/46).
The buttons consist of:
 an enter button
 a back button
 a control button that can move the marker on the screen up, down, left and right.
The commands are transmitted from the Steering wheel module (SWM) (3/254) via CAN to the Central
electronic module (CEM) (4/56) and on to the Infotainment control module (ICM) (16/1.2) on the CAN
network. The Steering wheel module (SWM) converts the electrical signal to an optical signal and sends it on to
the multimedia module (MMM) (16/108) via the MOST network.
The remote control for the Multimedia module (MMM) has the same functions as the steering wheel buttons.
NAVIGATION

The navigation section in the Multimedia module (MMM) (16/108) calculates the vehicle's position based on
the information from:
 GPS antenna (16/47)

 wheel rotation counter
 reverse gear status
 map matching function.
Information from other nodes that is used for navigation:
 wheel rotation counter from the brake control module (BCM) (4/16)
 reverse gear status from the transmission control module (TCM) (4/28) and central electronic module
(CEM) (4/56).
Information from these control modules is sent to the infotainment control module (ICM) (16/1.2) which then
distributes the information to the multimedia module (MMM).
Information from the gyro and the wheel rotation counter is used to achieve better precision than the GPS
position from the GPS antenna can give, and is used for dead reckoning, i. e. to calculate the position when
communication is lost with the GPs satellites. This occurs when in a tunnel, for example.
The navigation function indicates current position and how to get to the specified destination. There is also
voice guidance, which tells the driver which way to drive to get to the specified destination.
navigation.
Two signals are sent via the high speed side of the CAN network to the central electronic module (CEM):
 information from the wheel rotation counter is sent from the brake control module (BCM)
 information on reverse gear status is sent from the transmission control module (TCM)
The central electronic module (CEM) transmits both signals to the infotainment control module (ICM) via the
low speed side of the Controller area network (CAN). In turn, it sends the signals on the MOST network to the
Multimedia module (MMM).
Information for voice guidance to the selected destination is sent between the multimedia module (MMM) and
integrated audio module (IAM) (16/1) via the MOST network.
In order for the Multimedia module (MMM) to select a route and display the position of the car, the map
information must be on the hard disk. The Multimedia module (MMM) calculates the position and displays it on
the directly connected screen. If the map information has been updated, the DVD must be left in the DVD
player, otherwise the map information will not be displayed.
GPS RECEPTION
Fig. 206: Identifying Phone Module (PHM) & Components

The multimedia module (MMM) (16/108) receives GPS signals from the GPS antenna (16/47) to the integrated
GPS unit for position determination.
The information about the vehicle's position is continuously transmitted from the Multimedia module (MMM)
via the MOST network to the Phone module (PHM) (16/60) for the Volvo On Call function.
A telephone number can also be sent from the Multimedia module (MMM) via the MOST network to the Phone
module (PHM), to make a call to a hotel for example.
TMC RECEPTION
Fig. 207: Identifying TMC Receiver

The multimedia module (MMM) (16/108) receives traffic information messages (TMC) via the TMC receiver.
The signal is transmitted via the antenna amplifier (16/16). Traffic information messages (TMC) are displayed
on the display screen (16/46).
TMC is a standardized code system for traffic bulletins, such as information on road construction.
The information is displayed on the monitor and is also used by the navigation function during guidance, to
avoid closed roads and navigate around queues if possible (dynamic route guidance).
SYSTEM OVERVIEW
CONTROL MODULE

The multimedia module (MMM) is an optional module. Its most important task is handling the functions for:
 navigation
 TMC
 GPS
 RGB output for the screen
 The DVD-player for updating map information and software.
The GPS-unit and TMC-receiver are integrated in the Multimedia module (MMM).
The screen is directly connected to the Multimedia module (MMM).
Multimedia module (MMM) has a hard drive where the map information is stored.
The DVD-player is integrated in Multimedia module (MMM) and is used to update map information and
software.
Other functions come from the control modules on the MOST network, but are managed using the Multimedia
module (MMM). The system cannot handle CDs or DVDs containing music or films.
The multimedia module (MMM) communicates with other control modules via the MOST network.
The control module checks internal components, executed activations and input/output signals via its integrated
vehicle.
In order to work in the MOST network, the infotainment control module (ICM) checks that the central
electronic module (CEM) has the correct serial number for the multimedia module (MMM). If the number is
incorrect, the multimedia module (MMM) will not be operable. If a problem arises upon control module
replacement, try switching the ignition off/on.
A simple way to check that the Multimedia module (MMM) is supplied with power is to insert and eject a
DVD. The check requires the ignition to be in ignition position II. If this does not work, first check that the unit
is powered and grounded.
SIGNALS
Fig. 209) depicts the same information with the Volvo component designations.

Power supply
 Ground  Display screen (16/46) (color and
 GPS signal from GPS antenna (16/47) synchronizing signals)
 TMC signal from antenna amplifier (16/16)

(16/1.2)
 Infotainment control module (ICM) (16/1.2) (brake
control module (BCM) and transmission control
module (TCM) send signals to infotainment control  The Phone module (PHM) (16/60)
module (ICM) via CAN network). (call to point of interest (POI), the
vehicle's position to the Volvo On
Call service)
Fig. 209: Identifying MMM & Components

MULTIMEDIA MODULE (MMM) (2009-2012)

DESIGN
CONTROL MODULE

The Multimedia module (MMM) has a hard disk and a DVD player integrated in the control module. The DVD
player is used to upgrade the software in the Multimedia module (MMM) and transfer map information from
the DVD to the hard disk. Using the hard disk obtains the map information quicker and makes storing more data
possible. The map information is used for navigation.
The Multimedia module (MMM) has an integrated gyro that manages information about the vehicle's direction
of travel.
The multimedia module (MMM) as inputs and outputs for:
 power supply
 ground
 GPS
 TMC
 RGB output to the screen
 MOST network
GPS
Information to the GPS unit consists of signals received from GPS satellites via the GPS antenna.
The navigation system requires at least three satellites to be able to calculate the vehicle's position.
Power is supplied to the GPS unit from the multimedia module (MMM). The GPS unit is integrated in the
NOTE: If the GPS signal is diagnosed as missing, the signal should be checked
outdoors in an open area as the signal could be blocked if the vehicle is indoors
and surrounding buildings could interfere with reception of GPS signals. It can
take up to 12 minutes until the GPS signal has been captured and the position
has been determined.
TMC
The TMC signal is transmitted from the antenna amplifier and received by the TMC receiver. The TMC signal
is managed in the Multimedia module (MMM) and the information is then presented on the display screen.
The TMC receiver is integrated in the multimedia module (MMM).
TMC is a standardized code system for traffic bulletins, such as information on road construction. TMC is only
available on certain markets.
SCREEN

Functions such as system settings and navigation are presented on the display screen in the center of the
dashboard. The Multimedia module (MMM) transmits RGB signals to the display screen.
The screen's menu system can be controlled with the navigation keys on the back of the steering wheel or with
the remote control for the screen.
The receiver for the remote control, the IR-eye, is installed in the speaker grill on the instrument panel.
If the control module detects a fault, a diagnostic trouble code is stored. A fault that was detected during the last
Should a fault disappear for any reason after being stored in the control module as a permanent diagnostic
trouble code, the information remains stored in the control module. If a fault is no longer permanent, the
diagnostic trouble code remains as intermittent.
been erased.
This function can be used to activate components and functions that affect the multimedia module (MMM).
memory.

 software P/N
DOWNLOADING SOFTWARE, MAP UPDATING AND REPLACING THE CONTROL MODULE

The DVD is used to upgrade the application software in the multimedia module (MMM).
MAP UPDATING
Map information is updated by inserting a new DVD with updated map information in the DVD player. The
map information is transferred onto the hard disk in the Multimedia module (MMM).
When the map information has been updated, the DVD must be in the DVD player in order for the map
information to be displayed.
The multimedia module (MMM) is mounted in the glove compartment.
The Multimedia module (MMM) is preloaded with application software and map information.
When replacing the Multimedia module (MMM), software must also be downloaded via Volvo's central
database to be able to write the new serial number to the Central electronic module (CEM).
After replacement of the multimedia module (MMM), the infotainment control module (ICM) checks its unique
serial number. If the serial number is incorrect, the multimedia module (MMM) will not work. If the problem
remains after software download, try switching the ignition off/on.
FUNCTION
CONTROL MODULE

The DVD player is used to transfer map information to the hard disk. The map information on the hard disk is
used to navigate. The Multimedia module (MMM) has several user functions, such as:
 route guidance, i. e. guidance to a specific target (address, a specific hotel etc.)

 show map
 find a hotel, a car park, a shopping mall, in the surroundings or in the vicinity of a specific place
 show TMC information, i. e. traffic information (traffic jams, closed roads etc.)
 show remaining mileage and estimated journey time to selected destination.
 system settings for navigation
The start menu allows the user to choose whether the system is to start in a Beginner or Advanced user setting.
In the Beginner user setting, only the most important functions are available and are intended for beginners. All
functions are available in the advanced user setting
The navigation menu and quick menu display, on the monitor, all the functions that are available for the user to
use.
Certain functions can be configured by the user in system settings. These functions are:
 type of route guidance (fastest route, shortest route or easiest route)

 avoid ferries, toll roads etc or not
 volume voice guidance
 language.
MENU NAVIGATION
Fig. 213: Identifying Steering Wheel Module (SWM) And Components

The on-screen menu can be controlled using the navigation buttons on the reverse of the steering wheel (16/46).
The buttons consist of:
 an enter button
 a back button
 a control button that can move the marker on the screen up, down, left and right.
The commands are transmitted from the Steering wheel module (SWM) (3/254) via CAN to the Central
electronic module (CEM) (4/56) and on to the Infotainment control module (ICM) (3/281) on the CAN
network. The Steering wheel module (SWM) converts the electrical signal to an optical signal and sends it on to
the multimedia module (MMM) (16/108) via the MOST network.
The remote control for the Multimedia module (MMM) has the same functions as the steering wheel buttons.
NAVIGATION
Fig. 214: Identifying Navigation System & Components

The navigation section in the Multimedia module (MMM) (16/108) calculates the vehicle's position based
on the information from:
 GPS antenna (16/47)

 wheel rotation counter
 reverse gear status
 map matching function.
Information from other nodes that is used for navigation:

 wheel rotation counter from the brake control module (BCM) (4/16)
 reverse gear status from the transmission control module (TCM) (4/28) and central electronic module
(CEM) (4/56).
Information from these control modules is sent to the infotainment control module (ICM) (3/281), which then
distributes the information to the multimedia module (MMM).
Information from the gyro and the wheel rotation counter is used to achieve better precision than the GPS
position from the GPS antenna can give, and is used for dead reckoning, i. e. to calculate the position when
communication is lost with the GPs satellites. This occurs when in a tunnel, for example.
The navigation function indicates current position and how to get to the specified destination. There is also
voice guidance, which tells the driver which way to drive to get to the specified destination.
navigation.
Two signals are sent via the high speed side of the CAN network to the central electronic module (CEM):
 information from the wheel rotation counter is sent from the brake control module (BCM)
 information on reverse gear status is sent from the transmission control module (TCM)
The central electronic module (CEM) transmits both signals to the infotainment control module (ICM) via the
low speed side of the Controller area network (CAN). In turn, it sends the signals on the MOST network to the
Multimedia module (MMM).
Information for voice guidance to the selected destination is sent between the multimedia module (MMM) and
integrated audio module (IAM) (16/1) via the MOST network.
In order for the Multimedia module (MMM) to select a route and display the position of the car, the map
information must be on the hard disk. The Multimedia module (MMM) calculates the position and displays it on
the directly connected screen. If the map information has been updated, the DVD must be left in the DVD
player, otherwise the map information will not be displayed.
GPS RECEPTION
Fig. 215: Identifying GPS Reception

The multimedia module (MMM) (16/108) receives GPS signals from the GPS antenna (16/47) to the integrated
GPS unit for position determination.
The information about the vehicle's position is continuously transmitted from the Multimedia module (MMM)
via the MOST network to the Phone module (PHM) (16/60) for the Volvo On Call function.
A telephone number can also be sent from the Multimedia module (MMM) via the MOST network to the Phone
module (PHM), to make a call to a hotel for example.
TMC RECEPTION
Fig. 216: Identifying TMC Reception

The multimedia module (MMM) (16/108) receives traffic information messages (TMC) via the TMC receiver.
The signal is transmitted via the antenna amplifier (16/16). Traffic information messages (TMC) are displayed
on the display screen (16/46).
TMC is a standardized code system for traffic messages, e. g., information about road construction. The
information is shown on the screen and is also used by the navigation function for guiding and if possible avoid
closed roads and navigate around back-up traffic (dynamic route guiding).
SYSTEM OVERVIEW
CONTROL MODULE

The multimedia module (MMM) is an optional module. Its most important task is handling the functions for:
 navigation
 TMC
 GPS
 RGB output for the screen
 The DVD-player for updating map information and software.
The GPS-unit and TMC-receiver are integrated in the Multimedia module (MMM).
The screen is directly connected to the Multimedia module (MMM).
Multimedia module (MMM) has a hard drive where the map information is stored.
The DVD-player is integrated in Multimedia module (MMM) and is used to update map information and
software.
Other functions come from the control modules on the MOST network, but are managed using the Multimedia
module (MMM). The system cannot handle CDs or DVDs containing music or films.
The multimedia module (MMM) communicates with other control modules via the MOST network.
The control module checks internal components, executed activations and input/output signals via its integrated
vehicle.
In order to work in the MOST network, the infotainment control module (ICM) checks that the central
electronic module (CEM) has the correct serial number for the multimedia module (MMM). If the number is
incorrect, the multimedia module (MMM) will not be operable. If a problem arises upon control module
replacement, try switching the ignition off/on.
A simple way to check that the Multimedia module (MMM) is supplied with power is to insert and eject a
DVD. The check requires the ignition to be in ignition position II. If this does not work, first check that the unit
is powered and grounded.
SIGNALS
Fig. 218) depicts the same information with the Volvo component designations.

Power supply
 Ground  Display screen (16/46) (color and
 GPS signal from GPS antenna (16/47) synchronizing signals)

 TMC signal from antenna amplifier (16/16)

(brake control module (BCM) and  Integrated Audio Module (IAM) (16/1)
transmission control module (TCM) send  The Phone module (PHM) (16/60) (call to point
signals to infotainment control module of interest (POI), the vehicle's position to the
(ICM) via CAN network). Volvo On Call service)
Fig. 218: Identifying Multimedia Module (MMM) & Components

PARKING ASSISTANCE MODULE (PAM) (2006-2012)

DESIGN
CONTROL MODULE
Fig. 219: Identifying Parking Assistance Module (PAM)

The parking assistance module (PAM) assists the driver when parking. Information from a number of sensors
allows the control module to warn of objects close to the vehicle. A sound is transmitted through the
loudspeaker which is connected to the integrated audio module (IAM).
A text message is displayed in the infotainment control module (ICM) when the parking assistance system is
active. The parking assistance system can be temporarily deactivated at lower speeds. This is done manually
using the control on the panel for the infotainment control module (ICM).
The components which are directly connected to the parking assistance module (PAM) are:
 rear sensors
 front sensors (option).
The parking assistance module (PAM) communicates on the controller area network (CAN) with:

 transmission control module (TCM)

 trailer module (TRM) (option).
REAR PARKING SENSORS
Fig. 220: Identifying Rear Parking Sensors

There are 4 rear sensors in the rear bumper. The sensors are able to detect objects at a distance of 1.5 meters.
The smallest objects which can be detected are:
 tube-shaped objects with a length of at least 850 mm (33.5 in.) and a diameter of at least 85 mm (3.3 in.)
(ISO standard).
The rear sensors are active when the ignition is on in position II if there is no trailer and back-up (R) gear is
selected. The sensors are deactivated automatically when the gear selector lever is moved from back-up gear (R)
or a trailer is electrically connected to the vehicle.
FRONT PARKING SENSORS (OPTION)

Fig. 221: Identifying Front Parking Sensors (Option)

There are 4 front sensors in the front bumper. The sensors detect objects within a distance of 0.8 meters.
The smallest objects which can be detected are:
 tube-shaped objects with a length of at least 850 mm (33.5 in.) and a diameter of at least 85 mm (3.3 in.)
(ISO standard).
The front sensors are active when the ignition is on in position II and gear R is selected, or when the ignition is
on in position II and the car is driven forwards at speeds below 10 km/h. The sensors are automatically
deactivated when the car is driven forwards at above 15 km/h. On cars with automatic transmissions, the
sensors are deactivated if P is selected, irrespective of speed.
Fig. 222: Identifying Diagnostic Functions

functions as well as input and output signals. The control module stores any diagnostic trouble codes (DTCs).
The diagnostic trouble codes (DTCs) can then be read using VIDA (Volvo scan tool). Information is presented
in VIDA in the same way as with other diagnostic systems.
FAULT INDICATION
If a fault occurs in the parking assistance system the driver is warned via the driver information module (DIM)
when the information lamp lights and a warning message is displayed.
A VIDA station must be connected to the data link connector (DLC) in order to identify the source of the fault.
A diagnostic trouble code (DTC) is stored if the control module detects a fault. The control module can store a
number of diagnostic trouble codes (DTCs).
If a fault disappears for any reason after the diagnostic trouble code (DTC) has been stored in the control
module, information about the fault remains in the control module. If a fault is no longer permanent the
diagnostic trouble code (DTC) remains as intermittent.
Data can be read off from the parking assistance module (PAM) using this function.
Battery voltage
Reads off the level of the power supply to the control module.
Distance behind
Reads off the distance to the detected object behind.
Distance in front
Reads off the distance to the detected object in front.
READING OFF CONTROL MODULE IDENTIFICATION
VIDA identifies control modules by reading off a number of codes from the control module memory. The codes
contain information about the control module:

 software P/N
 software number, diagnostics.
A new parking assistance module (PAM) is not preprogrammed. New software must always be downloaded.
New software can be downloaded into previously installed control modules.
FUNCTION
PARKING ASSISTANCE SYSTEM

Fig. 223: Identifying Parking Assistance System

The parking assistance module (PAM) (4/86) helps the driver when parking. Information from a number of
sensors allows the control module to warn of objects close to the vehicle. A sound is transmitted through the
loudspeaker which is connected to the integrated audio module (IAM).
The rear sensors (7/131, 7/132, 7/133 and 7/134) are active when the ignition is on in position II and back-up
gear (R) is selected and no trailer is electrically connected to the vehicle. The sensors are deactivated
automatically when the gear selector lever is moved from back-up gear (R) or a trailer is electrically connected
to the vehicle. The sensors detect objects at a distance of 1.5 meters. A beeping sound is heard from one of the
rear loudspeakers. The sound signal becomes more frequent as the distance to the object reduces. The sound is
constant at distances below approximately 30 cm.
The front sensors (7/204, 7/205, 7/206 and 7/207) (option) are active when the ignition is on in position II and
gear R is selected, or when the ignition is on in position II and the car is driven forwards at speeds below 10
km/h. The sensors are automatically deactivated when the car is driven forwards at above 15 km/h. On cars with
automatic transmissions, the sensors are deactivated if P is selected, irrespective of speed. The sensors detect
objects at a distance of 0.8 meters. A beeping sound is heard from one of the front loudspeaker on the driver's
side (16/4). The sound signal becomes more frequent as the distance to the object reduces. The sound is
constant at distances below approximately 30 cm.
(16/1.2) on the controller area network (CAN) if parking assistance is active or not.
A text message is displayed in the infotainment control module (ICM) when the parking assistance system is
active. The infotainment control module (ICM) transmits a signal to the audio module (AUD)/Integrated Audio
Module (IAM) requesting sound from the loudspeaker.
The central electronic module (CEM) (4/56) transmits information about vehicle speed to the parking assistance
module (PAM) on the controller area network (CAN).
The central electronic module (CEM) transmits information to the parking assistance module (PAM) on the
controller area network (CAN). The information indicates the position of the gear selector lever (vehicles with
manual transmissions).
The transmission control module (TCM) (4/28) transmits information to the parking assistance module (PAM)
on the controller area network (CAN). The information indicates the position of the gear selector lever (cars
with automatic transmissions).
The trailer module (4/110) (option) transmits information on the controller area network (CAN) to the parking
assistance module PAM). This information indicates whether or not there is a trailer electrically connected to
the tow hitch connector.
If there is a fault in the parking assistance system, the parking assistance module (PAM) transmits a message on
the controller area network (CAN) to the driver information module (DIM) (5/1). The information lamp lights
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 224: Identifying Parking Assistance Module (PAM)

There is a parking assistance system to assist parking. The parking assistance module (PAM) manages
components in the system and communication with other control modules.
The control module is located in the cargo compartment, behind the right wheel arch.
The parking assistance module (PAM) communicates with directly connected components and with other
control modules via the controller area network (CAN).
trouble code (DTC) is stored if the control module detects a fault. Any diagnostic trouble codes (DTCs) are
stored in the control module memory. The data can be read off using VIDA (Volvo scan tool).
SIGNALS
The table below summarizes the input signals to and output signals from the parking assistance module (PAM).
The signal types are divided into directly connected signals and CAN communication. The illustration below
(see Fig. 225) displays the same information with the Volvo component designations.


 Rear parking sensors (7/131, 7/132, 7/133 and
-
7/134)
 Front parking sensors (7/204, 7/205, 7/206
and 7/207) (option).
 Central electronic module (CEM) (4/56)  Driver information module (DIM) (5/1)
 Trailer module (TRM) (4/110) (option)  Infotainment control module (ICM) (16/1.2)
 Transmission control module (TCM) (4/28).
Fig. 225: Identifying PAM & Components

PHONE MODULE (PHM) (2006-2008)

DESIGN
ANTENNA

The carphone has an antenna. This antenna contains a GPS antenna and a carphone antenna. The carphone
antenna is directly connected to the phone module (PHM). The antenna is on the roof.
There are diagnostics for the carphone antenna.
Phone modules (PHM) with Volvo On Call function also have an integrated reserve antenna. This is in the
control module. The reserve antenna is only used when a Volvo On Call service is activated and if the standard
antenna is not functioning. The reserve antenna ensures that the vehicle data can be transmitted and that a voice
call can be connected the Volvo On Call Customer Service Center. The reserve antenna cannot be used for the
customer's private subscription if the standard antenna is not working.
HANDSET
Fig. 227: Identifying Handset

The handset is directly connected to the phone module (PHM). The handset is in the center console.
The phone module (PHM) determines whether to connect the call using hands free or the handset, depending on
the signal from the cradle. When the handset is in the cradle, all voice calls are hands free. The handset is
activated when it is removed from the cradle. The cradle signal to the phone module (PHM) is controlled by a
magnetic switch in the handset. The switch is closed by a magnet in the cradle. When the handset is in the
cradle, the cradle signal to the phone module (PHM) is 0 V. When the handset is in use the signal is 5 V.
There are diagnostics for the handset.
SIM CARD HOLDER

Fig. 228: Identifying SIM Card Holder

The holder for the customer's private SIM card is inside the glove compartment at the top left-hand side. The
SIM card holder is connected in series to the phone module.
There are diagnostics for the SIM card holder.
SWITCHES FOR VOLVO ON CALL

Fig. 229: Identifying Phone Module Connector

The switches for and are on the dashboard under the switch for the hazard warning flashers. The switches are
only for phone modules (PHM) with Volvo On Call functionality.
The switches are directly connected to the phone module (PHM).
The switches are powered and grounded via the phone module (PHM). The luminance is regulated by a pulse
width modulated signal.
There are diagnostics for the switches.
A diagnostic trouble code (DTC) is stored if the control module detects a fault. There are approximately 18
diagnostic trouble codes (DTCs) for standard carphones, approximately 25 for carphones with Volvo On Call.
detected are defined as intermittent.

 software P/N
Using this function, the status or value of parameters can be read off. The status/value is presented digitally.
CHECKING THE VOLVO ON CALL SERVICE
This test can be used to check the status of the reserve battery for Volvo On Call.
RESETTING THE RESERVE BATTERY
This service is used when the reserve battery has been replaced to reset the value to 100%. The algorithm of the
battery must be reset if the reserve battery in a phone module (PHM) with Volvo On Call is replaced.
RESETTING THE CARPHONE CODE
This function is used to reset the carphone code to the original code when it has been changed. For more data
about the telephone code, see the vehicle owner's manual.
New software can be downloaded into the phone module (PHM). When ordering software, the hardware and the
software in the car is compared to the information in the Volvo central database. If the comparison is OK the
software is downloaded to the control module.
If the comparison between the car and the Volvo central database does not match, the database is updated with
the vehicle configuration. When this is complete the software and any PINs are downloaded.
The phone module (PHM) is above the glove compartment inside the dashboard.
REPLACING PHONE MODULES (PHM) WITH VOLVO ON CALL
For phone modules (PHM) with Volvo On Call functionality, the unique PIN code is supplied with the software
during the download. When replacing the phone module (PHM), the PIN code is retrieved from the Volvo
Central Database. A new phone module (PHM) has a generally known PIN code. This PIN code is used to
unlock the control module so that functions can be programmed and parameters can be read out. VIDA
automatically unlocks the control module.
After software is downloaded, the parameters are sent to the Volvo central database. Information about changes
to the customer data for Volvo On Call is then sent from the Volvo central database to the web portal which
manages data for Volvo On Call. The data is also sent to the Volvo On Call Service Center via ftp (File Transfer
Protocol).
The unique PIN is programmed into the phone module (PHM) during a software download.
The following parameters are read off and transmitted to the Volvo central database:
 GSM number for Volvo On Call

 The unique PIN code
 The PUK code for the internal SIM card for Volvo On Call
 IMEI (International Mobile Equipment Identity), serial number for the GSM unit
 The version number of the software for the GSM unit
 The type of unit.
NOTE: After replacing the phone module (PHM), the Volvo On Call functionality must
be activated if the customer has an active subscription. This does not happen
automatically during the order process.
Volvo On Call is activated either via software orders or via the keypad on the climate control module (CCM).
After the Volvo On Call functionality is activated, the phone module (PHM) will wait for information about the
position of the vehicle for 20 minutes. The position is transmitted from the global positioning system module
(GPS) via the MOST network. During this time, the car must be parked outdoors with no large obstacles which
could prevent the global positioning system module (GPS) from establishing contact with the GPS satellites
obscuring it. If the phone module (PHM) is unable to receive a position within this time, the activation sequence
will be cancelled. Volvo On Call functionality switches to deactivated. After the phone module (PHM) has
obtained the position of the car, the ON CALL button must be held in for at least two seconds to connect a
voice call the Volvo On Call Service Center. This call is made to confirm the new vehicle data and to check that
Volvo On Call is functioning correctly.
Because of the unique PIN code and the internal SIM card, phone modules (PHM) with Volvo On Call
functionality cannot be moved between cars.
ACTIVATING AND DEACTIVATING VOLVO ON CALL
Software can also be downloaded to activate or deactivate the Volvo On Call function. This requires a PIN code
to be retrieved from the Volvo central database. The menu can also be used to activate and deactivate the
functionality. Instructions and the PIN code for this are on the Volvo On Call website. If necessary, for example
if Volvo On Call is being misused, the network operator is also able to cancel the subscription for the internal
SIM card for Volvo On Call. After Volvo On Call functionality is activated, the same information applies in
terms of searching for GPS satellites and the connection of a voice call to the Volvo On Call Service Center.
If the Volvo On Call function is activated, a text message will indicate this to the user. The text message is
displayed in the driver information module (DIM) at the start of each operating cycle (key position I).
FUNCTION
CARPHONE
Fig. 230: Identifying Phone Module (PHM) Communication

Phone module (PHM) (16/60) does not have its own keypad for menu management. It is controlled either from
the keypad on the climate control module (CCM) (3/112) or using the buttons on the steering wheel. The
climate control module (CCM) transmits signals for menu management to the infotainment control module
(ICM) (16/1.2) via the controller area network (CAN). The infotainment control module (ICM) then sends the
signals on to the phone module (PHM) via the MOST network.
When controlling the menus via the steering wheel buttons (3/131), the information is transmitted from the
steering wheel module (SWM) (3/254) to the infotainment control module (ICM) via the CAN network. The
information is then sent on to the phone module (PHM) via the MOST network.
Menu information is shown on the display on the infotainment control module (ICM). The information is
transmitted from the phone module (PHM) to the infotainment control module (ICM) via the MOST network.
When the phone module (PHM) is started, when there are incoming calls or when the carphone is in use, a
request is transmitted to the infotainment control module (ICM) to use the display.
Telephone calls can be made either hands free or using the handset.
During handsfree calls, the microphone and speaker are used, which are connected to the audio module (AUD)
(16/105) or Integrated Audio Module (IAM) (16/1) if there is no Audio module (AUD).
The phone module (PHM) transmits a request to the infotainment control module (ICM) to access the speaker
and microphone. The infotainment control module (ICM) transmits the request onwards to the audio module
(AUD) or Integrated Audio Module (IAM).
Communication between the phone module (PHM), infotainment control module (ICM) and audio module
(AUD)/Integrated Audio Module (IAM) is via the MOST network.
VOLVO ON CALL
Fig. 231: Identifying Volvo On Call System

Volvo On Call is a system developed by Volvo which gives the owner access to various safety and service
features. The system has been developed to give the driver and passengers rapid connection to the Volvo On
Call Service Center using the carphone. The staff at the service center determine the action required depending
on the circumstances. Using the data provided by the Volvo On Call system, the Service Center is able to
identify the exact position of the car so that emergency and/or breakdown services can be directed quickly to the
car. The different services provided by the Service Center can be divided into two categories, safety and service.
A Volvo On Call service can be activated in any of the following ways:
 by the customer using the switches for Volvo On Call (3/267)

 by the Volvo On Call Service Center
 by the vehicle system.
The strength of the lighting in the switches for Volvo On Call is controlled via the rheostat in the light switch
module (LSM) (3/111).
The phone module (PHM) (16/60) receives the rheostat signal from the central electronic module (CEM) (4/56)
via the infotainment control module (ICM) (16/1.2) on the MOST network.
When activating a Volvo On Call service, the phone module (PHM) transmits information to the infotainment
control module (ICM). The infotainment control module (ICM) transmits this data onwards to the driver
information module (DIM) (5/1) so that a text message is displayed indicating that a Volvo On Call service has
been activated and its status.
Each time a Volvo On Call service is started, the relevant vehicle data is transmitted to the Volvo On Call
Service Center. The vehicle data contains information about:
 Call type. SOS or On Call service.

 The time the message was sent. Phone module (PHM) receives information on time from the central
electronic module (CEM) via the CAN network.
 The Vehicle VIN number. Phone Module (PHM) receives information from the central electronic
module (CEM) via the controller area network (CAN).
 Alarm status (deactivated, activated, deployed). The phone module (PHM) receives information about
the status of the alarm from the central electronic module (CEM) via the controller area network (CAN).
 Position of the ignition key. The Phone module (PHM) receives information about the position of the
ignition key (in/out, position I, II or III) from the central electronic module (CEM) via the controller area
network (CAN).
 The vehicle's position. Phone module (PHM) receives the vehicle position from the global positioning
system module (GPS) (16/139) via the MOST network (-2007). From 2008- the Phone module (PHM)
receives the signal from the Multimedia module (MMM) (16/108).
 Voltage source. What voltage source is used by the phone module (PHM). Main or back-up battery.
 Engine running or not. The phone module (PHM) receives a signal from the central electronic module
(CEM) via the controller area network (CAN).
 Fuel volume. The phone module (PHM) receives the information about the remaining fuel volume from
the central electronic module (CEM) via the controller area network (CAN).
 Status of main battery. The phone module (PHM) receives information about the voltage over the main
battery from the central electronic module (CEM) via the controller area network (CAN).
 Ambient and internal temperature. The phone module (PHM) receive information about the ambient
temperature from the central electronic control module (CEM) and the internal temperature from the
climate control module (CCM) (3/112) via the controller area network (CAN).
 Locked/unlocked. The phone module (PHM) receives information about whether the vehicle is locked
from the inside or from the outside, from the Central electronic module (CEM) via the controller area
network (CAN).
 Front side window open/closed. The phone module (PHM) receives information about the status of the
front side windows from the driver door module (DDM) (3/126) and the passenger door module (PDM)
(3/127) via the controller area network (CAN).
 SRS (supplemental restraint system) activated or not. The phone module (PHM) receives data if the
car has been involved in a collision indicating whether the SRS system has been activated. The data
comes from the supplemental restraint system (SRS) module (4/9). The data is transmitted via the CAN
network and on a directly connected collision cable. The collision cable runs from the supplemental
restraint system module (SRS) to the phone module (PHM) and the central electronic module (CEM). The
collision cable is a back-up in case there is no CAN communication.
Safety
An SOS service can be started in two different ways:
 automatically, in the event of a collision in which an SRS component has been activated
 manually, by the customer pressing the SOS button or selecting the service from the carphone menu.
In a collision in which an SRS component has been activated, a signal is transmitted from the supplemental
restraint system module (SRS) to the phone module (PHM). The phone module (PHM) transmits vehicle data to
the Volvo On Call Service Center which then connects a voice call to the car. The voice call is connected to
determine the action required, e. g. ambulance, breakdown services etc.
When a Volvo On Call service is first activated, the phone module (PHM) will always use the reserve battery
while it checks that there is sufficient voltage from the main battery. The main battery is then used if it has
sufficient power.
Service
Using the ON CALL button, the customer has access to different services such as:
 roadside assistance, for example in the event of a puncture or running out of fuel
 remote unlocking of the vehicle
 car tracking, can be activated at the request of the customer if the car is stolen
 notification to the owner when the alarm is activated.
The service to which the customer has access may vary between different markets.
The car is unlocked remotely after the owner has contacted the Volvo On Call Service Center, identified
themselves with a password and requested the required service. The owner and the Volvo On Call Service
Center then decide the time at which the car will be unlocked. The Service Center will then send a command to
the phone module (PHM) to unlock the car.
The central electronic module (CEM) will then transmit a signal via the CAN network to the phone module
(PHM) when the handle on the tailgate is closed. If the signal from the central electronic module (CEM) is
within the time interval agreed by the customer and the Volvo On Call Service Center, the phone module
(PHM) then transmits a request to unlock the car to the central electronic module (CEM) via the CAN network.
The phone module (PHM) then transmits an acknowledgment to the Volvo On Call Service Center that the car
has been unlocked. When one of the doors or tailgate is opened, the alarm is triggered. The alarm is then active
until it is correctly deactivated.
If the alarm is activated, for example during an attempted theft, data about the status of the alarm is transmitted
from the central electronic module (CEM) to the phone module (PHM) via the CAN network. If the alarm is
active for more than 15 seconds, the phone module (PHM) transmits vehicle data to the Volvo On Call Service
Center. The Center then contacts the owner to tell them what has happened.
If the car has been stolen, the owner can ask the Service Center to trace the car. The Service Center then
transmits a request to the phone module (PHM) to continuously transmit vehicle data. The Volvo On Call
Service Center determines the interval at which vehicle data is transmitted.

DESIGN
ANTENNA

A separate antenna belongs to the telephone. This antenna contains a telephone antenna and, for vehicles
prepared for Volvo On Call, a GPS-antenna as well.
The phone antenna is directly connected to the phone module (PHM).
For vehicles equipped with Volvo On Call-functionality, the GPS-antenna is directly connected to Phone
Module (PHM). This is due to the GPS-position not being available from other control modules in the vehicle.
The antenna is installed on the roof.
Telephone and GPS-antennas can be diagnosed.

HANDSET
Fig. 233: Identifying Handset

The handset is directly connected to the phone module (PHM). The handset is in the center console.
Phone module (PHM) decides if the call is to be connected via handsfree or handset based on the set's hook
signal. When the set is located in its holder, then all voice calls are connected via handsfree.
The set is activated when it is removed from the holder. Note that the voice call does not pass via the handset if
it is lifted when an incoming call arrives or outgoing call is started with the ENTER button. Then you have to
put down the set and lift it again to take the call via the handset. The cause of this is to avoid lost sound when
the handset is lifted off by mistake.
The hook signal to the phone module (PHM) is controlled by a magnet switch located in the set. The switch is
closed by a magnet located in the holder.
There are diagnostics for the handset.
SIM CARD HOLDER

Fig. 234: Identifying SIM Card Holder

The holder for the customer's private SIM card is inside the glove compartment at the top left-hand side. The
SIM card holder is directly connected to the phone module (PHM).
There are diagnostics for the SIM card holder.
SWITCHES FOR VOLVO ON CALL

Fig. 235: Identifying Switches

The switches for ON CALL and SOS are located in the instrument panel under the switch for the hazard
flashers. The switches are only for the phone module (PHM) with the Volvo On Call functionality.
The switches are directly connected to the phone module (PHM).
The switches also contain an emergency microphone.
Switch illumination receives is power supply and ground via the phone module (PHM).
There are diagnostics for the switches.


 software P/N
Using this function the status or value of parameters can be read out. The status/value is presented digitally.
RESTORING SPARE BATTERY (VOLVO ON CALL)
This service is used when the reserve battery has been replaced to reset the value to 100%. The algorithm of the
battery must be reset if the reserve battery in a phone module (PHM) with Volvo On Call is replaced.
New software can be downloaded to the phone module (PHM). When ordering software the vehicle software
and hardware are compared to Volvo's central database. If the comparison corresponds the new software is
downloaded to the control module.
If the comparison between the vehicle and the Volvo central database does not correspond, the database is
updated with the vehicle configuration, and then the software and any security codes (Security access code) is
downloaded.
The phone module (PHM) is located above the glove compartment inside the dashboard.
REPLACING PHONE MODULE (PHM) WITH VOLVO ON CALL
In addition to the software for the phone module (PHM) with Volvo On Call functionality, a unique security
code is also downloaded with the software. When replacing the phone module (PHM) the security code is
retrieved from the Volvo central database. A new phone module (PHM) has a generally known security code.
The code is used to unlock the control module, and to program functions and to read off parameters. Unlocking
is carried out automatically in the ordering version accessible in VIDA (Volvo scan tool).
After software download the read off parameters are transmitted to the Volvo central database. Information
about modification to the customer data for Volvo On Call are then transmitted further from the Volvo central
database to the web portal that handles customer data for Volvo On Call. The information is also transmitted to
the Volvo On Call Service Center via ftp (File Transfer Protocol).
The unique security code is programmed into the phone module (PHM) during software download.
The following parameters are read off and transmitted to the Volvo central database:
 GSM number for the subscription

 The security code for the unit (Security access code)
 The PUK code for the internal SIM card for Volvo On Call
 IMEI (International Mobile Equipment Identity), GSM unit serial number
 Version number on the GSM unit software
 Unit type.
NOTE: After replacing the phone module (PHM), the Volvo On Call functionality must
be activated if the customer has an active subscription. This does not happen
automatically in the order process.
Phone Module (PHM) with Volvo On Call-functionality must also have the
correct internal telematic service status for it to be possible to activate the
service.
Instructions and activation code for activating and deactivating Volvo On Call are available on Volvo On Call '
s web site.
After activation of Volvo On Call-functionality, the phone module (PHM) will wait for information about the
vehicle's position for 0.5-20 minutes.
The position is either received from multimedia module (MMM) via the MOST-net or from the GPS-antenna
which is directly connected to phone module (PHM).
During this time the vehicle must be parked outside, without shielding objects, for either multimedia module
(MMM) or phone module (PHM) to establish contact with GPS-satellites.
If phone module (PHM) cannot receive a position within this time frame the activation sequence will be
interrupted. Volvo On Call-functionality transfers to being deactivated. After phone module (PHM) has
obtained the vehicle's position the ON CALL-button shall be pressed and held in for at least two seconds to
connect a voice call to Volvo On Call Service Center. This call is placed to confirm changed vehicle data and to
check that Volvo On Call functions correctly.
Because of the unique security code and the internal SIM card a phone module (PHM) with Volvo On Call
functionality cannot be swapped from one vehicle to another.
ACTIVATING AND DEACTIVATING VOLVO ON CALL
Instructions and activation code for activating and deactivating Volvo On Call are available on Volvo On Call '
s web site.
If needed (e. g., abuse of Volvo On Call) the network operator can terminate the subscription for the internal
SIM-card for Volvo On Call. After an activation of Volvo On Call-functionality, the same applies as for a
change of control module with regards to searching for GPS-satellites as well as connecting voice calls to Volvo
On Call Service Center.
If the Volvo On Call functionality is deactivated, the user will be informed by text message. The text message
will be displayed in the driver information module (DIM) at the start of every driving cycle (ignition switch
position ON).
FUNCTION
PHONE
Fig. 236: Identifying Phone Module (PHM) & Components

The phone module (PHM) (16/60) does not have its own menu keypad. It is controlled via the keypad of the
climate control module (CCM) (3/112) or via the steering wheel buttons.
The climate control module (CCM) transmits menu navigation signals to the infotainment control module
(ICM) (3/281) via the CAN network. The infotainment control module (ICM) then forwards the signals to the
phone module (PHM) via the MOST network.
When using the menu via the steering wheel buttons information is transmitted from the steering wheel module
(SWM) (3/254) to the infotainment control module (ICM) via LIN communication. The information is then
transmitted to the phone module (PHM) via the MOST network.
Menu information is shown on the display on the infotainment control module (ICM). The information is
transmitted from the phone module (PHM) to the infotainment control module (ICM) via the MOST network.
When the phone module (PHM) is started, when there are incoming calls or when the carphone is in use, a
request is transmitted to the infotainment control module (ICM) to use the display.
Phone calls can be connected either via handsfree or via handset.

For calls via handsfree the microphone and speakers connected to audio module (AUD) (16/105) are used.
Phone module (PHM) sends a request to infotainment module (ICM) to obtain access to speakers and
microphone. Infotainment module (ICM) sends a request on to audio module (AUD).
Communication between phone module (PHM), infotainment module (ICM) and audio module (AUD) takes
place via MOST-net.
VOLVO ON CALL
Fig. 237: Identifying Volvo On Call System

Volvo On Call is a system developed by Volvo which gives the owner access to various safety and service
features. The system has been developed to give the driver and passengers rapid connection to the Volvo On
Call Service Center using the carphone. The staff at the service center determine the action required depending
on the circumstances. Using the data provided by the Volvo On Call system, the Service Center is able to
identify the exact position of the car so that emergency and/or breakdown services can be directed quickly to the
car. The different services provided by the Service Center can be divided into two categories, safety and service.
A Volvo On Call service can be activated in any of the following ways:

 by the Volvo On Call Service Center

 by the vehicle system.
The strength of the lighting in the switches for Volvo On Call is controlled via the rheostat in the light switch
module (LSM) (3/111).
Phone Module (PHM) (16/60) receives the rheostat signal directly from Central electronic module (CEM)
(4/56) on the MOST-net.
When activating a Volvo On Call service, the phone module (PHM) transmits information to the infotainment
control module (ICM). The infotainment control module (ICM) transmits this data onwards to the driver
information module (DIM) (5/1) so that a text message is displayed indicating that a Volvo On Call service has
been activated and its status.
Each time a Volvo On Call service is started, the relevant vehicle data is transmitted to the Volvo On Call
Service Center. The vehicle data contains information about:
 Call type. SOS or On Call service.

 The time the message was sent. Phone module (PHM) receives information on time from the central
electronic module (CEM) via the CAN network.
 The Vehicle VIN number. Phone Module (PHM) receives information from the central electronic
module (CEM) via the controller area network (CAN).
 Alarm status (deactivated, activated, deployed). The phone module (PHM) receives information about
the status of the alarm from the central electronic module (CEM) via the controller area network (CAN).
 Position of the ignition key. The Phone module (PHM) receives information about the position of the
ignition key (in/out, position I, II or III) from the central electronic module (CEM) via the controller area
network (CAN).
 Vehicle's position. Phone module (PHM) receives the vehicle's position from multimedia module
(MMM) (16/108) via the MOST-net or via the direct-connected GPS-antenna).
 Voltage source. The voltage source that is used by the phone module (PHM), main or back-up battery.
 Engine running or not. The phone module (PHM) receives a signal from the central electronic module
(CEM) via the controller area network (CAN).
 Fuel volume. The phone module (PHM) receives the information about the remaining fuel volume from
the central electronic module (CEM) via the controller area network (CAN).
 Status of main battery. The phone module (PHM) receives information about the voltage over the main
battery from the central electronic module (CEM) via the controller area network (CAN).
 Ambient and internal temperature. The phone module (PHM) receive information about the ambient
temperature from the central electronic control module (CEM) and the internal temperature from the
climate control module (CCM) (3/112) via the controller area network (CAN).
 Locked/unlocked. The phone module (PHM) receives information about whether the vehicle is locked
from the inside or from the outside, from the Central electronic module (CEM) via the controller area
network (CAN).
 Front and rear side window open/closed. Phone module (PHM) receives information about status of
(3/127) via the CAN-net.

 SRS activated or not. The phone module (PHM) receives information about whether the vehicle has
been in a collision and the SRS system has been activated. The information is received from the
Supplemental restraint system module (SRS) (4/9), both via the controller area network (CAN) and the
collision cable. The collision cable runs from the Supplemental restraint system module (SRS) to the
phone module (PHM) and the central electronic module (CEM). The collision cable is a backup solution
in the event of the controller area network (CAN) communication disappearing.
Safety
An SOS service can be started in two different ways:
 automatically, in the event of a collision when a component in the SRS system has been activated
 manually, by the customer pressing the SOS button or selecting the service from the carphone menu.
In a collision where an SRS component is activated the signal is transmitted from the supplemental restraint
system module (SRS) to the phone module (PHM). The phone module (PHM) transmits the vehicle data to
Volvo On Call Service Center which connects a call to the vehicle. The call is made in order to establish what
action is necessary, for example, whether an ambulance or recovery vehicle is required.
When a Volvo On Call service has been activated the reserve battery is used if there is not sufficient voltage in
the main battery.
Service
The Volvo On Call Service Center gives the customer access to various services, such as:
 road assistance
 remote unlocking of the vehicle
 theft message
 localization of stolen vehicle
 remote start of parking heater
 remote-controlled immobilization.
The services that the customer can access vary between different markets.
Road assistance
Help in case of, e. g., a flat tire or if you run out of fuel.
Remote unlocking of the vehicle
Unlocking of the vehicle if the driver happens to lock the keys in the vehicle. Remote unlocking of the vehicle
occurs after the owner has contacted the Volvo On Call Service Center, identified themselves using a password
and given the required service. The owner and Volvo On Call Service Center then decide at what time the
vehicle should be unlocked. The Service center can then transmit a command to the phone module (PHM) that
the vehicle must be unlocked.
The central electronic module (CEM) will then transmit a signal via the CAN network to the phone module
(PHM) when the handle on the tailgate is closed. If the signal from the central electronic module (CEM) is
within the time interval agreed by the customer and the Volvo On Call Service Center, the phone module
(PHM) then transmits a request to unlock the car to the central electronic module (CEM) via the CAN network.
Then Central electronic module (CEM) sends a signal to driver door module (DDM), passenger door module
(PDM) and Rear electronic module (REM) which unlocks all doors. The phone module (PHM) then transmits
an acknowledgment to the Volvo On Call Service Center that the car has been unlocked. When one of the doors
or tailgate is opened, the alarm is triggered. The alarm is then active until it is correctly deactivated.
Theft message
If the vehicle alarm is activated, for example by theft, information about the alarm status is transmitted from the
central electronic module (CEM) to the phone module (PHM) via controller area network (CAN). If the alarm is
active for more than 15 seconds the phone module (PHM) transmits the vehicle data to the Volvo On Call
Service Center, which contacts the owner and informs what has happened. In the first instance Volvo On Call
Service Center calls the vehicle, if the person answering cannot give the password the owner is called on other
numbers that the owner has supplied to the Service center.
Localization of stolen vehicle
If the vehicle has been stolen the owner can request that the service center localizes the vehicle. The Service
center transmits a request to the phone module (PHM) to continuously send vehicle data. The interval of the
vehicle data that is sent is determined by the Volvo On Call Service Center.
Remote start of parking heater
Remote-controlled immobilization
Applies for the English, Dutch, and Belgian market. A special version with stricter requirements is available for
the Brazilian market. Applies from and incl. structure week 201020.
On certain markets there is a function for remote-controlled immobilization and mobilization. The purpose of
the function is to nullify the vehicle's programmed keys in case the vehicle is stolen, for example. The vehicle
can be immobilized and mobilized either using Volvo On Call service center or via diagnostic commands in
VIDA (Volvo scan tool). For certain markets vehicles can only be mobilized by Volvo On Call service center.
If the vehicle is running when immobilization is requested, the vehicle is immobilized at the next start attempt.
Central electronic module (CEM) can, in certain markets, request immobilization if the module detects that
Phone module (PHM) does not answer to communication. The function remote-controlled immobilization is
diagnosed by Central electronic module (CEM). Immobilization and mobilization of vehicles via diagnostic
commands takes place via Phone module (PHM).
Mobile applications (only applies to MY 2012-)
Mobile applications use Volvo On Call to communicate with the vehicle.
SYSTEM OVERVIEW
CONTROL MODULE

There are two versions of the phone module (PHM), with or without Volvo On Call functionality (market
dependent).
The main task of the phone module (PHM) is to manage the following functions:
 voice calls
 automatic connection to the Service Center in the event of a collision or alarm (Volvo On Call)
 connecting to service center for other services when pressing SOS- or ON CALL-button (Volvo On Call)
or via menu selection in the display on Infotainment Control Module (ICM).
The control module is above the glove compartment inside the dashboard.
A phone module (PHM) with Volvo On Call functionality cannot be installed as an aftermarket option.
The phone module (PHM) communicates partly with directly connected components and partly with other
control modules via the CAN and MOST networks. All diagnostic communication between VIDA and the
phone module (PHM) occurs via the CAN network.
The phone module (PHM) does not have its own keypad. It uses the menus in the keypad on the climate control
module (CCM) and the display on the infotainment control module (ICM).
For phone modules (PHM) with Volvo On Call functionality, the driver will also be notified via a message in
the driver information module (DIM) if a diagnostic trouble code (DTC) is stored.
If the phone module (PHM) is not powered, there will be no MOST network communication and the system is
switched off.
Phone module (PHM) has a SIM-card reader for the customer's private telephone subscription.
For phone module (PHM) with Volvo On Call-function there is also an internal SIM-card. This subscription is
only connected to the service center that provides Volvo On Call-services.
The following applies only to carphones with Volvo On Call
An initiated Volvo On Call service is always assigned higher priority than a standard private call. It will not be
possible to make normal calls, and ongoing calls will be interrupted, while the Volvo On Call function is active.
The phone module (PHM) with Volvo On Call function has an integrated backup battery.
The spare battery must ensure that the control module is supplied with voltage when a Volvo On Call service is
activated if normal battery voltage is not available. This means that the main battery should be disconnected as
short time as possible to save the spare battery. The residual capacity of the spare battery is calculated by the
control module.
At battery change the level of the capacity must be reset to full value. This is done using VIDA (Volvo scan
tool). When the calculated capacity has gone down to 15% of full capacity, a diagnostic trouble code is
generated.
Calculated life of the spare battery is 10 years.
The phone module (PHM) with Volvo On Call function has a reserve microphone and speaker. The loudspeaker
is inside the control module. The microphone is by the switches for Volvo On Call. The reserve microphone and
speaker are only used when a Volvo On Call service is activated and the standard speaker and microphone for
handsfree are not available.
The phone module (PHM) with the Volvo On Call function has an integrated reserve antenna. This is located
internally in the control module. The reserve antenna is only used when a Volvo On Call service is activated
and when the normal antenna does not function.
SIGNALS
The following table summarizes the input signals to and output signals from the phone module (PHM). The
signal types are divided into directly connected signals, MOST and CAN communication. The illustration
below (see Fig. 239) displays the same information with the Volvo component designations.

Directly connected:
Directly connected:
SIM card holder (16/140)
 Antenna signal, carphone (16/47)
 GPS-signal, telephone (16/47) (only for Volvo

on Call when GPS-position cannot be  Antenna signal, carphone (16/47)
received from any other control module)
 GPS-signal, telephone (16/47) (only for
 Microphone, handset (16/62)
Volvo on Call when GPS-position cannot be
 Hook, handset (16/62) received from any other control module)
 Switch for Volvo On Call including reserve  Loudspeaker, handset (16/62)
microphone (only for Volvo On Call) (3/267)  Reserve speaker (only for Volvo On Call).
 Collision output signal from the supplemental
restraint system module (SRS) (4/9) (applies
only to phone modules (PHM) with Volvo On
Call).

(4/9)  Central electronic module (CEM) (4/56)
 Driver door module (DDM) (3/126)  Driver information module (DIM) (5/1)
Climate Control Module (CCM) (3/112)


(Integrated GPS receiver for vehicle position -  Infotainment control module (ICM) (3/281)
only for phone module (PHM) with Volvo On  Audio control module (AUD) (speaker sound
Call) during hands free usage) (16/105).
 Integrated audio module (AUD) (16/105)
(microphone for handsfree)
Fig. 239: Identifying PHM & Components


SYSTEM OVERVIEW
CONTROL MODULE

There are two versions of the phone module (PHM), with or without Volvo On Call functionality (market
dependent).
The main task of the phone module (PHM) is to manage the following functions:
 voice calls
 automatic connection to the Service Center in the event of a collision or alarm (Volvo On Call)
 connection to the Service Center for other services when the SOS or ON CALL button is pressed (Volvo
On Call).
The control module is above the glove compartment inside the dashboard.
A phone module (PHM) with Volvo On Call functionality cannot be installed as an aftermarket option.
The phone module (PHM) communicates partly with directly connected components and partly with other
control modules via the CAN and MOST networks. All diagnostic communication between VIDA (Volvo scan
tool) and the phone module (PHM) occurs via the CAN network.
The phone module (PHM) does not have its own keypad. It uses the menus in the keypad on the climate control
module (CCM) and the display on the infotainment control module (ICM).
For phone modules (PHM) with Volvo On Call functionality, the driver will also be notified via a message in
the driver information module (DIM) if a diagnostic trouble code (DTC) is stored.
off using VIDA (Volvo scan tool) via the data link connector in the vehicle.
If the phone module (PHM) is not powered, there will be no MOST network communication and the system is
switched off.
The phone module (PHM) has a SIM card reader for the customer's own private phone subscription. For phone
modules (PHM) with Volvo On Call function, there is also an internally installed SIM card. This subscription is
only connected to the Service Center which handles Volvo On Call services.
The following applies only to carphones with Volvo On Call
An initiated Volvo On Call service is always assigned higher priority than a standard private call. It will not be
possible to make normal calls, and ongoing calls will be interrupted, while the Volvo On Call function is active.
The phone module (PHM) with Volvo On Call function has an integrated reserve battery. The reserve battery
must ensure that the control module is supplied with voltage when a Volvo On Call service is activated if
normal battery voltage is not available. The residual capacity of the reserve battery is calculated by the control
module. When the battery is replaced the level of the capacity must be restored to full value. This is carried out
using VIDA (Volvo scan tool). When the calculated capacity has fallen to 30% of full capacity a diagnostic
trouble code is stored.
The phone module (PHM) with Volvo On Call function has a reserve microphone and speaker. The loudspeaker
is inside the control module. The microphone is by the switches for Volvo On Call. The reserve microphone and
speaker are only used when a Volvo On Call service is activated and the standard speaker and microphone for
handsfree are not available.
Phone modules (PHM) with Volvo On Call function have an integrated reserve antenna. This is in the control
module. The reserve antenna is only used when a Volvo On Call service is activated and if the standard antenna
is not functioning. The reserve antenna ensures that the vehicle data can be transmitted and that a voice call can
be connected the Volvo On Call Customer Service Center. The reserve antenna cannot be used for the
customer's private subscription if the standard antenna is not working.
SIGNALS
The following table summarizes the input signals to and output signals from the phone module (PHM). The
signal types are divided into directly connected signals, MOST and CAN communication. The illustration
below (Fig. 2) displays the same information with the Volvo component designations.

SIM card holder (16/140)  Antenna signal, carphone (16/47)
 Antenna signal, carphone (16/47)  Loudspeaker, handset (16/62)
 Microphone, handset (16/62)  Reserve speaker (only for Volvo On Call).
 Switch for Volvo On Call including reserve

microphone (only for Volvo On Call) (3/267)
 Collision output signal from the supplemental
restraint system module (SRS) (4/9) (applies
only to phone modules (PHM) with Volvo On
Call).
Central electronic module (CEM) (4/56)  Central electronic module (CEM) (4/56)
 Supplemental Restraint System Module  Driver information module (DIM) (5/1).
(SRS) (4/9)
 Driver information module (DIM) (5/1).

 Audio control module (AUD) (microphone  Audio control module (AUD) (speaker sound
sound during hands free usage) (16/105) during hands free usage) (16/105).
 Integrated Audio Module (IAM) (16/1)  Integrated Audio Module (IAM) (16/1)
(microphone sound during hands free usage (microphone sound during hands free usage
when Audio module (AUD) is not installed, when Audio module (AUD) is not installed,
applies from 2008). applies from 2008).

(16/139) (vehicle position, applies only to
phone modules (PHM) with Volvo On Call) (-
2007).
(vehicle position, only applies to phone
modules (PHM) with Volvo On Call) (2008-).
Fig. 2: Identifying PHM And Components

POWER SEAT MODULE, LEFT (PSL) AND POWER SEAT MODULE, RIGHT
(PSR) (2006-2012)
DESIGN
CONTROL PANEL
Fig. 3: Identifying Control Panel

There are two different types of control panel:
 for power seats without memory

 for power seats with memory.
Power seats without memory
In vehicles with power seats without memory, the control panel is directly connected to the motors and does not
have a power seat module, left (PSL) and a power seat module, right (PSR).
Power seats with memory
In vehicles with power seats with memory, the control panel is integrated in the power seat module, left (PSL)
and power seat module, right (PSR).
An easy way of differentiating between power seats with memory and power seats without memory is to look at
the control panel. Seats without memory do not have memory buttons (1-3) or a programming button (MEM).
This information refers to seats with memory, power seat module, left (PSL) and power seat module, right
(PSR), unless otherwise stated.
The controls are used to transmit input signals to the control module from the user:
 Runs each of the four motors in the direction required.

 Memory buttons. Input signal indicating the position of the buttons (Memory 1, 2 and 3 and the
programming button).
The control panel cannot be replaced separately, the entire control module must be replaced in the event of a
fault.
There are diagnostics for the control panel.
The control modules have a built-in diagnostic system, Volvo Diagnostic, which continuously monitors internal
If the control modules detect a fault, a diagnostic trouble code (DTC) is stored. A fault that was detected during
the last operating cycle is defined as permanent. Other faults that are detected are defined as intermittent.
Use this option to activate components / functions in the power seat module, left (PSL) and power seat module,
right (PSR).
NOTE: If the control module has been replaced, the position of the seat must be
initiated using a diagnostic function.
memory.

 software P/N
New software can be downloaded into the power seat module, left (PSL) and power seat module, right (PSR).
configuration. New software is downloaded after the update is complete.
A control module may already have software installed which will result in incorrect information being updated
in the Volvo Central Database. To avoid this, tick the box in the VIDA (Volvo scan tool) software manager
indicating the hardware has been replaced when the control module has been replaced.
NOTE: If the control module has been replaced, the position of the seat must be
initiated using a diagnostic function.
A number of customer parameters can be programmed into the power seat module, left (PSL) and the power
seat module, right (PSR). These customer parameters are stored in the control module but not in the Volvo
central database. This means that the customer parameters must be reprogrammed when hardware is replaced
and when downloading software.
It is possible to reprogram the function so that the seat is automatically set by remote control. With this function
activated the seat can be set using the remote control. This function is not available if it is deactivated.
FUNCTION
PROGRAMMING AND OPERATING THE SEATS USING THE MEMORY

Fig. 4: View Of Programming And Operating The Seats Using The Memory
Programming
There are four buttons for programming seat positions:
 three memory buttons called 1, 2 and 3

 a programming button, MEM.
To program in a new seat position:
 move the seat to the desired position

 press MEM and one of the memory buttons at the same time.
Moving
To move the seat to the programmed position:
 press the desired memory button and hold it in until the seat stops.
The button must be kept depressed for the seat to move. The seat stops if the button is released.
The seat stops moving when the position of the seat matches the position programmed into the memory. If
another button is pressed the seat will stop moving. The seat will not move if no position is programmed.
The vehicle has door mirrors with memory. When the desired memory button is pressed, the mirrors are set to
the programmed position. Information is sent from the power seat module, left (PSL) (3/26) to the power seat
module, right (PSR) (3/27) and driver door module (DDM) (3/127) to set the door mirrors to the programmed
position. The memory positions of the door mirrors are stored in the driver's door module (DDM) (3/126) and
passenger door module (PDM). The door mirror position stored is the position of the mirrors when the seat
position was programmed. The position of the door mirror on the driver's side is stored in the driver door
module (DDM). The position of the door mirror on the passenger side is stored in the passenger door module
(PDM).
When the seat is run, a maximum of two motors are activated at the same time. If all motors need to operate to
reach the programmed position, there is an order of priority. Motor 1 (front-rear adjustment) and motor 2
(backrest adjustment) operate first.
Each seat motor has a Hall sensor which detects the present position of the seat. When one of the stepper motors
for the seat is run, the control module counts the number of pulses from the Hall sensor. The Hall sensor counts
the number of revolutions made by the motor by detecting a magnet on the motor shaft. This creates a pulse for
each revolution of the motor.
When a seat position is stored, the information about the number of pulses counted from each motor is stored in
a memory.
When one of the memory buttons is pressed in, the control module calculates which motors need to be run and
in which direction to obtain the desired position.
OPERATING SEATS WITH MEMORY

Fig. 5: Identifying Four Motors

On a power seat, the backrest can be adjusted, the seat height can be altered and the seat can be moved forwards
or backwards. There are four motors for moving the seat. The control buttons are on the outside of the seat and
are in the shape of a small seat and a small backrest. There are two control buttons on each control panel. The
buttons are spring-loaded, so they must be held pressed in for the seat to move.
The seat can be operated:
 within 5 minutes of the door being opened

 within 30 seconds of the door being closed
 when the key is in position 0 or removed
 with the ignition on.
REMOTE OPERATION OF SEATS

Fig. 6: Identifying Power Seat Module & Components

In power seat module, left (PSL) (3/26) and power seat module, right (PSR) (3/27) there are three memories,
which store the seat positions for a maximum of 3 remote controls. There are also three further memory
positions which can be stored from the control panel. The control module can store a total of six different
memory positions.
Vehicles with power seats with memory have a personal setting function. Using this function, the positions of
the door mirrors and seat can be stored individually for each remote control (a maximum of three remote
controls, i. e. remote memory positions 1, 2 and 3).
The customer parameters in the power seat module, left (PSL) and power seat module, right (PSR) determine
whether the remote memory for the seat is activated or not.
The remote control memory for the door mirrors can also be switched off. This is done using a customer
parameter in the driver door module (DDM) (3/126) and passenger door module (PDM) (3/127). "Programming
of the remote control settings" for seats and mirrors is carried out via VIDA (Volvo scan tool).
The signal from the remote control is transmitted to the central electronic module (CEM) (4/56) when the car is
locked or unlocked. The central electronic module (CEM) also identifies which remote control is being used,
stores this information and decides what information (see below) must be sent to:
 the power seat module, left (PSL) and power seat module, right (PSR)
 passenger door module (PDM).
The central electronic module (CEM) transmits information about which remote control locked the vehicle and
which remote control unlocked the vehicle. This information is transmitted when the door is opened.
The seat position is first stored when the door is opened after unlocking. If the remote control that unlocked the
car is different from the one that locked it, the previous position is stored and the seat position for the remote
control being used is retrieved and the seat adjusted accordingly. If the vehicle is locked with another remote
control than that used to unlock it, no memory position is stored the next time the car is unlocked.
The remote memory positions for the door mirrors are stored for the driver door module (DDM) and passenger
door module (PDM) in the following cases:
 when the key is removed from the ignition switch

 when a new remote control is activated.
When the vehicle is unlocked, the power seat module, left (PSL) and power seat module, right (PSR) uses the
information about which remote control unlocked the car. This is so that the correct remote memory position
can be selected (i. e. the seat position last set by the driver for this remote control). When the door is opened the
seat starts to move to the programmed remote memory position. The seat can be stopped by pressing one of the
buttons on the control panel.
If the vehicle is opened with a key, the memory settings for the seat are not affected. Remote operation of the
seat is not possible if the key is in the ignition switch.
In addition, when a door is open, it takes approximately 5 minutes before the power seat module, left (PSL) and
power seat module, right (PSR) switch to sleep mode. If this occurs, and the customer then attempts to set a new
seat position, the information about which remote control opened the door will have been lost and a new
memory position will not be stored.
OPERATING SEATS WITHOUT MEMORY

Fig. 7: Identifying Control Panel Without Memory

Power seats without memory do not have memory management buttons. The seat motors can only be operated
directly via the control panel. This type of seat does not have a power seat module, left (PSL) or a power seat
module, right (PSR). The seat motors are directly connected to the control panel.
"EASY-ENTRY"
Fig. 8: Identifying "Easy-entry"

The "easy-entry" function facilitates passenger entry to the vehicle's rear seats. This is operated using a switch
that is located on the upper side's outer edge of the front seats. When using this function the motors are
activated that control the movement of the seats, front-rear and up/down. The seat is then moved forwards and
downwards to facilitate entry to the rear seats.
WARNING: There must not be anybody sitting in the seat when easy-entry is
operated.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 9: Identifying Left Power Seat Module (PSL)

The power seat module, left (PSL) and power seat module, right (PSR) manage the functions for:
 seat operation
 storage of memory positions (seat positions only).
The control modules are located on the outside of the front seats and are integrated in the control panel. The
side panels must be detached to replace the control modules.
The power seat module, left (PSL) and power seat module, right (PSR) communicate with both directly
connected components and with other control modules via CAN communication.
The control modules check carried out activations and input and output signals via an integrated diagnostic
system. A diagnostic trouble code (DTC) is stored in certain cases if the control modules detect a fault.
Any diagnostic trouble codes (DTCs) are stored in the control modules memory. The data can be read off using
A simple way to check that the power seat module, left (PSL) and power seat module, right (PSR) are supplied
with power and grounded is to move the seat.
If the voltage is below 8.5 V or above 16.0 V, the power seat module, left (PSL) and power seat module, right
(PSR) will not function. If the voltage increases to above 9.0 V or falls below 15.5 V, the control module will
function again.
SIGNALS
The table below summarizes the input signals to and output signals from the power seat module, left (PSL)
(3/26) and power seat module, right (PSR) (3/27). The signal types are divided into directly connected signals
and CAN communication. The illustration below (Fig. 10) displays the same information with the Volvo

Hall sensor (x 4, integrated in the seat motors)  Seat motors (6/16, 6/17, 6/18, 6/19)
 Switch for easy-entry
 Central electronic module (CEM) (4/56).  Driver door module (DDM) (3/126)
Fig. 10: Identifying PSL & PSR Door Modules & Components
REMOTE DIGITAL AUDIO RECEIVER (RDAR) (2007-2008)

DESIGN
CONTROL MODULE
Fig. 11: Identifying Remote Digital Audio Receiver (RDAR)

The system for digital radio reception consists of:
 antenna for digital satellite and terrestrial radio

The remote digital audio receiver (RDAR) has the task of receiving digital satellite and terrestrial radio signals.
The remote digital audio receiver (RDAR) uses the signal that is the strongest at that instant.
Frequency range for radio reception:
 satellite transmitter 2320.0 - 2332.5 MHz

 terrestrial 2324.2 - 2328.3 MHz
The quality of the sound does not deteriorate in the event of poor reception, the sound is switched off
temporarily instead. For example, if the antenna is covered by a roof box.
A Volvo SIRIUS satellite radio subscription must be activated in order for the satellite radio to function.
Activation is carried out by the customer ringing Sirius and giving the serial number of the Remote Digital
Audio Receiver (RDAR). The serial number can be obtained in the display for the Infotainment module (ICM).
ANTENNA

The remote digital audio receiver (RDAR) has a corresponding antenna, which receives digital satellite and
terrestrial radio signals. The antenna is directly connected to the remote digital audio receiver (RDAR). The
antenna is mounted on the trunk lid of the C70.
There are diagnostics for the antenna.
signals.
memory.

 software P/N
Software can be downloaded to the Remote Digital Audio Receiver (RDAR). When software is ordered, the
vehicle' software and hardware is compared to Volvo's central database. If they are compatible, the software is
After replacing the control module the module's unique ID number must be programmed in the Central
and on.
ACTIVATING A SIRIUS SATELLITE RADIO SUBSCRIPTION

Activation is carried out by the customer ringing Sirius and giving the serial number for the Remote Digital
Audio Receiver (RDAR). The serial number can be obtained in the display for the infotainment control module
(ICM).
FUNCTION
RADIO RECEPTION
Fig. 13: Identifying Radio Reception

During radio reception, the digital radio signals are received by the antenna system and transmitted to the
remote digital audio receiver (RDAR) (16/145) where they are decoded. The remote digital audio receiver
(RDAR) then transmits the signals onwards via the MOST network to the infotainment control module(ICM)
(16/1.2) and the integrated audio module (IAM) (16/1) or the audio module (AUD) (16/105) depending on the
vehicle configuration.
Remote Digital Audio Receiver (RDAR) uses the signal, satellite or terrestrial, which is strongest at the time.
SYSTEM OVERVIEW
CONTROL MODULE

Remote Digital Audio Receiver (RDAR) has the task of receiving both digital satellite and terrestrial radio
signals, process them and transmit them onward on the MOST network.
In C70, the remote digital audio receiver (RDAR) is located on the right side at the rear wheel housing above
the global positioning system module (GPS).
The control module has serial optical communication with other components in the MOST network. This means
that all communication with Remote Digital Audio Receiver (RDAR) occurs via the Infotainment control
module (ICM) or on the initiative of the Infotainment control module (ICM).
The control module checks the input and output signals through an integrated diagnostic system.
The control module communicates with directly connected components, and via MOST communication.

The table below summarizes the input signals to and output signals from the Remote Digital Audio Receiver
(RDAR). The signal types are divided into directly connected signals and MOST communication. The

 Antenna (16/47).
-
Fig. 15: Identifying Remote Digital Audio Receiver (RDAR) & Components
REMOTE DIGITAL AUDIO RECEIVER (RDAR) (2009-2012)

DESIGN
CONTROL MODULE

The system for digital radio reception consists of:
 antenna for digital satellite and terrestrial radio

The remote digital audio receiver (RDAR) has the task of receiving digital satellite and terrestrial radio signals.
The remote digital audio receiver (RDAR) uses the signal that is the strongest at that instant.
Frequency range for radio reception:
 satellite transmitter 2320.0 - 2332.5 MHz

 terrestrial 2324.2 - 2328.3 MHz
The quality of the sound does not deteriorate in the event of poor reception, the sound is switched off
temporarily instead. For example, if the antenna is covered by a roof box.
A Volvo SIRIUS satellite radio subscription must be activated in order for the satellite radio to function.
Activation is carried out by the customer ringing Sirius and giving the serial number of the Remote Digital
Audio Receiver (RDAR). The serial number can be obtained in the display for the Infotainment module (ICM).
ANTENNA

The Remote Digital Audio Receiver (RDAR) has an antenna. The antenna receives digital satellite and
terrestrial radio signals. The antenna is directly connected to the Remote Digital Audio Receiver (RDAR).
The antenna is mounted in the cargo compartment on C70.
There are diagnostics for the antenna.
signals.
memory.

 software P/N
Software can be downloaded to the Remote Digital Audio Receiver (RDAR). When software is ordered, the
vehicle' software and hardware is compared to Volvo's central database. If they are compatible, the software is
After replacing the control module the module's unique ID number must be programmed in the Central
off/on.
ACTIVATING A SIRIUS SATELLITE RADIO SUBSCRIPTION

Activation is carried out by the customer ringing Sirius and giving the serial number for the Remote Digital
Audio Receiver (RDAR). The serial number can be obtained in the display for the infotainment control module
(ICM).
FUNCTION
RADIO RECEPTION
Fig. 18: Identifying Radio Reception

During radio reception, the digital radio signals are received by the antenna system and transmitted to the
remote digital audio receiver (RDAR) (16/145) where they are decoded. The remote digital audio receiver
(RDAR) then transmits the signals onwards via the MOST network to the infotainment control module(ICM)
(3/281) and the integrated audio module (IAM) (16/1) or the audio module (AUD) (16/105) depending on the
vehicle configuration.
Remote Digital Audio Receiver (RDAR) uses the signal, satellite or terrestrial, which is strongest at the time.
SYSTEM OVERVIEW
CONTROL MODULE

Remote Digital Audio Receiver (RDAR) has the task of receiving both digital satellite and terrestrial radio
signals, process them and transmit them onward on the MOST network.
In C70, the remote digital audio receiver (RDAR) is located on the right side at the rear wheel housing above
the global positioning system module (GPS).
The control module has serial optical communication with other components in the MOST network. This means
that all communication with Remote Digital Audio Receiver (RDAR) occurs via the Infotainment control
module (ICM) or on the initiative of the Infotainment control module (ICM).

The table below summarizes the input signals to and output signals from the Remote Digital Audio Receiver
(RDAR). The signal types are divided into directly connected signals and MOST communication. The

 Antenna (16/47).
-
Fig. 20: Identifying RDAR & Components

SOFTWARE DOWNLOADING (2006-2012)

DOWNLOADING SOFTWARE
When software is to be downloaded to the vehicle there are a number of stages in the downloading procedure in
VIDA (Volvo scan tool):
 Preparations
 Verification
 Downloading
 Diagnostic services
 Confirmation
 Completion
PREPARATIONS
The preparations involve, among others that the user shall ascertain that the communications tool is connected
and that there is sufficient power supply to the vehicle. VIDA (Volvo scan tool) performs a check of the voltage
level status and the ignition position.
VERIFICATION
During verification, VIDA (Volvo scan tool) compares the software, hardware and serial number in the vehicle
with that supplied in the software package.
If verification is OK, VIDA continues with the download.
If verification is not OK, a mismatch adaptation will be made and the Volvo central database will be updated
before downloading can be performed.
DOWNLOADING
All control modules are set to programming mode when software is to be downloaded to a control module. Any
existing software in the control module is erased so this cannot affect the new software.
When erasure is complete the new software is downloaded. Once the download has been sent a reset command
is sent to the vehicle.
DIAGNOSTIC SERVICES
After the software has been downloaded, diagnostic services are run if necessary, for example, programming of
codes or initialization of windows.
CONFIRMATION
Confirmation involves a confirmation file containing the vehicle's new configuration being created and sent to
the Volvo central database. This is to update the Volvo central database with the vehicle's latest status and so a
mismatch adaptation is not performed with the next download.
COMPLETION
The software download is completed by erasing all diagnostic trouble codes (DTC) stored in the vehicle.
NOTE: The clock in the vehicle may stop while downloading some software. Check the
clock in the vehicle after downloading and adjust if necessary.
INFORMATION
The vehicle's electrical system consist of a number of control modules on the CAN and MOST network. The
functions of the vehicle can be divided between the different control modules in the vehicle. The vehicle's
different functions are implemented via the CAN and MOST network. Each control module is loaded with
software that executes functions and monitors the control module through integrated diagnostics.
Incorrect or failed functions in the vehicle usually depend on hardware faults, for example, contact play,
oxidation, breakages or short-circuiting.
Software is not worn out and its function is not impaired overtime, however, unforeseeable behavior can occur
in software which means it needs to be upgraded. It may also be necessary to upgrade software on account of
legislation or when moving to another market.
When starting the control module the primary bootloader starts (PBL) for 20 ms (0.02 seconds). Should the
control module receive a programming command (prog) during these 20 ms the control module enters
programming mode.
The programming command is sent for approximately 2 seconds so that all control modules have time to
execute the command and enter programming mode. If no programming command is sent the control module's
application software takes over the function of the control module.
If a reset command is sent to the control modules in programming mode, the control modules will enter normal
operating mode.
The primary bootloader means it is always possible for a control module to enter programming mode even if the
application software has been corrupted, for example, during unsuccessful downloading.
ORDERING SOFTWARE PRODUCTS
Generally you can divide software downloading into two stages.
First a software product must be ordered and sent from the Volvo central database to the VIDA (Volvo scan
tool) station. The software must then be downloaded from the VIDA station to the vehicle.
This section describes ordering of a software product.
Each Volvo spare part has a part number, this also applies to software products. A software product is listed in
the spare parts catalogue in exactly the same way as any other part.
Ordering a software product is done as follows:

The mechanic specifies which software product is to be ordered and to which vehicle (model and chassis
number). This is either done from the spare parts catalogue (via the part number) or via the software tab in
VIDA (via software product). Several software products can be ordered at the same time for the same vehicle.
When ordering upgrades no reading is done from the vehicle. VIDA presupposes that the vehicle and the Volvo
central database correspond and the software package is supplied to the VIDA station. A verification to ensure
that the vehicle and the Volvo central database correspond will be performed before downloading starts.
When ordering re-downloading, VIDA (Volvo scan tool) reads the hardware and serial number from the vehicle
and update the Volvo central database with information. The software packages is then supplied to the VIDA
station.
The system structure for software controls the content of the software package for the ordered software product.
A check is made that the software is applicable for the vehicle in question. If the check is not approved, an error
message is shown to the mechanic. The mechanic must assess what the error is and reorder the software once
the error has been rectified.
When the software package has been supplied to the VIDA station downloading can begin.
RESETTING CUSTOMER PARAMETERS
Before software downloading, VIDA (Volvo scan tool) reads in all customer parameters from the vehicle and
saves these locally on the VIDA station.
When downloading is complete VIDA (Volvo scan tool) restores the customer parameters in the vehicle.
Under the SOFTWARE tab in VIDA there is a RESET CUSTOMER PARAMETERS button, which is used to
see which parameters have been reset in the vehicle. Only parameters whose values have been changed from the
factory settings are shown.
SOFTWARE PRODUCTS
The following types of software products are available:
 Re-downloading
 Upgrading
 Total upgrading CAN/MOST
 Add or remove functionality or accessories
 Individual configuration
RE-DOWNLOADING
The software product re-downloading is used when a control module has been replaced. In order to obtain
software that corresponds with the replaced control module the vehicle data is read when placing the order.
Diagnostic services are run after downloading when necessary (e. g. programming of code).
UPGRADING
Software product upgrading is used to upgrade the software in the control module when there has been a
complaint and there is a solution available to correct the issue.
VIDA (Volvo scan tool) does not read the vehicle data on ordering as no hardware is to be replaced during an
upgrade.
If the latest software is already installed in the control module, the software package is not put together, the user
receives the message that the control module already contains the latest software.
TOTAL UPGRADING CAN/MOST
The software product total upgrade is used to upgrade the software in several control modules on the CAN or
MOST network.
Total upgrade involves building a software package for the control modules needing upgraded software. It all
the control modules already have the latest software, no software package is formed.
ADD OR REMOVE FUNCTIONALITY OR ACCESSORIES
The software product adds/removes the functionality used to increase or decrease the functionality in the
vehicle. This is primarily done through modifying the vehicle configuration file in the Central electronic module
(CEM) (applies to accessories that do not require hardware replacement).
Modified functionality in the vehicle is achieved by changing this file. In addition there are some functions that
require software to be downloaded, for example, when you add a control module to the vehicle.
The software product remove functionality does not erase any software, it changes a parameter in the vehicle
configuration file so that the control modules in the vehicle interpret this as if the function no longer exists.
INDIVIDUAL CONFIGURATION
The software product individual configuration is used to replace the software in a control module, so it no
longer corresponds with the System structure for software. The system product individual configuration is not
included in the spare part catalogue in VIDA (Volvo scan tool).
If an individual configuration has previously been downloaded to the vehicle the mechanic receives a warning
before this is replaced.
A list of software products for individual configuration is available in the Technical Journals.
THE VOLVO CENTRAL DATABASE
The Volvo central database contains information about all Volvo cars in the world from model year 1999.
This includes information about the vehicles configuration, i. e. how the car is equipped, where the car was
built, the vehicle structure week and VIN number.
It also contains information about which control modules are installed in the vehicle as well as their hardware,
software and serial number.
In the system structure for software, there are links between control modules and compatible software. The
system structure of the software ensures that it is always the latest release of compatible software, which is
included in the software package when ordering software re-downloading or upgrades.

trouble codes (DTCs) for its corresponding rear door control module. The rear door control module for which
the driver door module (DDM) stores diagnostic trouble codes (DTCs).
Passenger door module (PDM)
The passenger door module (PDM) can identify 20 different faults related to the central locking system and is
diagnostic trouble codes (DTCs) for its corresponding rear door control module. The rear door control module
for which the passenger door module (PDM) stores diagnostic trouble codes (DTCs).

Function Selectable values Stored in

Locking indication via the turn On / off Central electronic module (CEM)
signal lamps
Unlocking indication via the turn On / off Central electronic module (CEM)
signal lamps
Automatic locking On / off Central electronic module (CEM)
Local lighting 30, 60 or 90 seconds Central electronic module (CEM)
Approach lights 30, 60 or 90 seconds Central electronic module (CEM)
Unlocking Total or 2 stage Central electronic module (CEM)
FUNCTION

Fig. 21: View Of Standard Lock Function


Fig. 22: View Of Lock Function With Deadlocking

roof.
PRIVATE LOCKING


Fig. 24: Identifying Tailgate/Trunk Lid

Tailgate/trunk lid can be opened using the switch on the tailgate/trunk lid.
The lock motor for the tailgate/trunk lid and switch is directly connected to the central electronic module
(CEM). When the switch is affected, the central electronic module (CEM) checks the status of the lock system
and activates the lock motor if opening is permitted. The tailgate/trunk lid does not open if the vehicle speed is
higher than 7 km/h (5 mph) or if privacy locking is activated.
closed again.
When the tailgate/trunk lid is to opened, the lock motor is powered for approximately 0.7 seconds or until the
central electronic module (CEM) receives a signal from the indicator that it is open. If the trunk lid/tailgate is
not indicated as open during this time, a diagnostic trouble code (DTC) is stored in the central electronic
module (CEM).
is locked.

cover is opened. This function is only available on the American market.
LIGHT FUNCTIONS
Fig. 26: Identifying Light Functions

There are also functions for external lights:
 local lighting
Local lighting
 parking lamps
Approach lights
 low beam
 parking lamps
 fog lamps
Customer settings


 contact breaker to indicate if the door is ajar (not fully closed)

The contact breaker which indicates if the door is ajar is directly connected to the central electronic module
(CEM) from all doors.
REMOTE UNLOCKING
The vehicle can be unlocked remotely via the Volvo On Call service. If the keys have been locked in the car or
lost, the customer can call a Volvo Service Center. The position of the vehicle is determined via the global
positioning system module (GPS) in the Telematics system and is transmitted to the Volvo Service Center. The
customer must provide a code to the Service Center, which then transmits a signal to the vehicle. This signal
activates the central locking system for a certain amount of time. When instructed, the customer must activate
the switch in the tailgate/trunk lid. If this is done, the car is unlocked.
Fig. 28: View Of Automatic Locking When Driving

Fig. 29: View Of Automatic Re-Locking After Unlocking

"COMFORT" FUNCTIONS
seconds, it will unlock all doors and open all windows and the sunroof.
SIGNALS
communication.

 Switch for reduced alarm function for  Lock motor for the tailgate/trunk lid
 Switch for privacy locking
 Switch tailgate/trunk lid alarm, indicates that the function is activated.
 Switch for opening the fuel tank filler cover  Indicator LED in the doors (only C70).

approach lights on the steering wheel module
(SWM)
 Indicator that the driver's door is open
 Indicator that the passenger door is open
 Indicator that the tailgate/trunk lid is open
 Indicator that the hood is open (cars with

alarm)
are triggered.
 Remote receiver module (RRX).
-
 Passenger door module (PDM) for locking  Passenger door module (PDM) for locking
 Brake control module (BCM) for information  Convertible Roof Module (CRM)
about vehicle speed
DRIVER DOOR MODULE (DDM) (3/126):

motors.
PASSENGER DOOR MODULE (PDM) (3/127):

motors.

-
be displayed.


-  Lockable storage compartment (option)
(8/137-138, 8/140-141)
 Lock for ski hatch (8/139)
 Central electronic module (CEM)  Central electronic module (CEM)
The central locking system is a distributed system. Those parts which are included in the system are:

 passenger door module (PDM)
 right rear door module (RDM)
 left rear door module (LDM)
 remote control receiver


No door can be unlocked without a command from the central electronic module (CEM). Most of the system
settings are stored in the central electronic module (CEM). Many of these settings are market dependent. For
information about the settings which can be made, see: DESCRIPTION OF PROGRAMMABLE
motors.
DRIVER DOOR MODULE (DDM) / PASSENGER DOOR MODULE (PDM)

The driver door module (DDM) (3/126) and passenger door module (PDM) (3/127) are identical in appearance.
communicate with the central electronic module (CEM) via the low speed side of the CAN network.


PHONE MODULE (PHM)


module (CEM) via the low speed side of the CAN network. If a phone module (PHM) is installed, the unit can
be used for remote unlocking via the Volvo On Call service. This means that the vehicle can be unlocked from a
Volvo Service Center.


(16/1). The infotainment control module (ICM) communicates with the central electronic module (CEM) via the
low speed side of the CAN network. The central locking settings are presented via a menu system in the display
on the infotainment control module (ICM). For further information about the settings which can be made, see:
The central locking settings are stored in the central electronic module (CEM) and are transmitted to the
infotainment control module (ICM) when the ignition is switched on.


180 degrees).
Valet locking also includes lockable storage compartments and the lock for the ski hatch.


Fig. 37: Identifying Lock Units Side Doors

The lock units (3/74-77) are in the doors and are directly connected to the door control module in the relevant
door.
There are different versions of the lock units, depending on the configuration of the lock motors.
There are two versions of the lock units in the front doors with lock motors for:
 central locking
 central locking and deadlocking.
The door control modules can only unlock the doors on receipt of a command from the central electronic
module (CEM). In addition to the lock motors, the lock units contain up to three contract breakers depending on
the configuration:
 contact breaker to indicate that the door is in the latch position (not fully closed)
Fig. 38: Identifying Lock Motor Tailgate/Trunk Lid - C70

For the C70, it is also possible to unlock and open the cargo compartment using a lock cylinder, which is
located under the cup holder in the center console (model year 2006 and early 2007 versions). For the C70 (late
versions 2007-), the lock cylinder is located on the left-hand front edge of the rear seat.
The switch on the tailgate/trunk lid and lock motor (3/78) is directly connected to the central electronic module
(CEM).
REMOTE CONTROL

The remote control is used to activate function in the system remotely. The basic functions of the remote control
are:
 unlocking and locking the side doors

the remote control is pressed. This signal is received by the remote control receiver and forwarded to the central
electronic module (CEM). For the remote control to work with the system, a unique code in the remote control
must be learned by the central electronic module (CEM). This takes place during installation at the factory.
a message via the CAN network to the Driver information module (DIM), which, in such cases, displays a
NOTE: It has been shown that in some cases there is a system function fault when
communication between the Remote Receiver Module (RRX) and the ignition
key are affected for different reasons. The function fault is not due to any
electrical fault and no diagnostic trouble codes (DTCs) are stored either.
Due to increased external radiation, for example from TV/radio transmitters and mobile telephones, the signal
from the remote control can, on rare occasions, be jammed. This is a rare fault but it can occur, especially in
places where different external signals can impair transmitting and reception conditions. This is not only
associated with the central locking system but can also affect different types of wireless communication.
REMOTE RECEIVER MODULE (RRX)
Fig. 40: Identifying Remote Receiver Module (RRX)

The remote receiver module (RRX) is on the top of the driver information module (DIM).
The remote receiver module (RRX) is connected to the central electronic module (CEM) via serial
communication (LIN). The remote receiver module (RRX) receives the signals transmitted from the remote
Central electronic module (CEM) ignores all messages from the Remote Receiver Module (RRX). This
in.
The remote receiver module (RRX) checks for a signal from a remote control 4 times per second.
The receiver is powered by the central electronic module (CEM) and grounded in the right-hand A-post.
LOCKABLE SKI HATCH

(4/59).
LOCKABLE STORAGE COMPARTMENT (ONLY C70) (OPTION)

Fig. 42: Identifying Lockable Storage Compartment (Only C70) (Option)

SYSTEM OVERVIEW
Fig. 43: Identifying Central Locking System On C70

module (CEM). The central electronic module (CEM) communicates with the constituent units, whether
directly connected or connected in series, via the CAN network.

 deadlocking
 re-locking
 lockable storage compartment (option C70)
 lock for ski hatch (C70).

The standard locking function unlocks the side doors and activates the lock button so that the tailgate/trunk lid
can be opened. On the C70 it also unlocks the storage compartments and the lock for the ski hatch. There are
two settings:
 total
 2 stage.
Total unlocking unlocks all doors at the same time. 2 stage locking unlocks the driver's door first and then the
other doors. The driver's door unlocks on the first press of the unlock button on the remote control. On the C70
the storage compartments and ski hatch unlock as well. Press the button again within 10 seconds and the other
doors unlock.
DEADLOCK
Deadlocking is an option. Deadlocking means that the inner door handles and lock buttons are disengaged. It
will not then be possible to open a side door from the inside, even if a window is smashed. Deadlocking is
activated 25 seconds after the vehicle was locked. The function can be disengaged using the switch for reduced
alarm.
VALET LOCKING MODE
the car or when the roof is left open (applies to the C70) when parked.
The switch on the tailgate/trunk lid and the lock motor are directly connected to the central electronic module
(CEM).
For the C70 (model year 2006 and early 2007 versions), the following applies:
To access the cargo compartment when, for example, the vehicle has no power, there is a lock cylinder under
the CD compartment in the center console, which is mechanically connected to the cargo compartment lock.
For the C70 (late versions 2007-), the following applies:
The unlocking switch for the fuel tank filler cover is on the light switch module (LSM) to the left of the driver.
LIGHT FUNCTIONS
switch is pulled backwards.
There are switches at the side doors and tailgate/trunk lid which indicate whether the door is open or closed.
There is also a switch at the hood if the car has an alarm. There is no switch at the fuel tank filler cover. The
switches are closed when the door is closed, providing a ground connection to the central electronic module
(CEM).
AUTOMATIC LOCKING
RE-LOCKING
CUSTOMER SETTINGS
ACKNOWLEDGMENTS
REMOTE CONTROL
 unlocking
 locking
 panic function
 local lighting.
PANIC FUNCTION
The panic function activates the horn for 25 seconds. This function is to attract attention in an emergency
situation.
The driver's door (also the passenger doors and cargo compartment on the C70) can be locked and unlocked
using the key blade in the remote control. This is an extra solution should there be a fault in the system. The
other doors can be unlocked using the inner central locking buttons after the key is inserted in the ignition.
LOCAL LOCKING (C70)
REMOTE UNLOCKING
The Volvo On Call service can unlock the vehicle from the Volvo Service Center.

trouble codes (DTCs) for its corresponding rear door control module. The rear door control module for which
the driver door module (DDM) stores diagnostic trouble codes (DTCs).
Passenger door module (PDM)
The passenger door module (PDM) can identify 20 different faults related to the central locking system and is
diagnostic trouble codes (DTCs) for its corresponding rear door control module. The rear door control module
for which the passenger door module (PDM) stores diagnostic trouble codes (DTCs).

Function Selectable values Stored in

Locking indication via the turn On / off Central electronic module (CEM)
signal lamps
Unlocking indication via the turn On / off Central electronic module (CEM)
signal lamps
Automatic locking On / off Central electronic module (CEM)
Local lighting 30, 60 or 90 seconds Central electronic module (CEM)
Approach lights 30, 60 or 90 seconds Central electronic module (CEM)
Unlocking Total or 2 stage Central electronic module (CEM)
FUNCTION
Fig. 44: Identifying Standard Lock Function


Fig. 45: Identifying Lock Function With Deadlocking

roof.
PRIVATE LOCKING

The private locking function prevents entry to certain areas and functions in the vehicle.
Fig. 47: Identifying Central Electronic Module (CEM) & Components

Tailgate/trunk lid can be opened using the switch on the tailgate/trunk lid.
The lock motor for the tailgate/trunk lid and switch is directly connected to the central electronic module
(CEM). When the switch is affected, the central electronic module (CEM) checks the status of the lock system
and activates the lock motor if opening is permitted. The tailgate/trunk lid does not open if the vehicle speed is
higher than 7 km/h (5 mph) or if privacy locking is activated.
closed again.
When the tailgate/trunk lid is to opened, the lock motor is powered for approximately 0.7 seconds or until the
central electronic module (CEM) receives a signal from the indicator that it is open. If the trunk lid/tailgate is
not indicated as open during this time, a diagnostic trouble code (DTC) is stored in the central electronic
module (CEM).
is locked.

cover is opened. This function is only available on the American market.
LIGHT FUNCTIONS
Fig. 49: Identifying Light Functions - C70

There are also functions for external lights:
Local lighting
 parking lights
Approach lights
 low beam
 parking lights
 fog lamps
Customer settings


 contact breaker to indicate if the door is ajar (not fully closed)

The contact breaker which indicates if the door is ajar is directly connected to the central electronic module
(CEM) from all doors.
REMOTE UNLOCKING
The vehicle can be unlocked at a distance via the service Volvo On Call.
If the keys have been locked in the vehicle or lost, the customer can call a Volvo Service Center. The vehicle's
position is determined via Multimedia module (MMM) in the Telematic system and is sent to Volvo Service
Center.
The customer states a code to the Service Center, which then sends a signal to the vehicle. This signal activates
the central locking system for a time and on a given command the customer has to activate the switch in the
tailgate. If this is done, the vehicle is unlocked.
Fig. 51: Identifying Automatic Locking When Driving

Fig. 52: Identifying Automatic Re-Locking After Unlocking

COMFORT" FUNCTIONS
seconds, it will unlock all doors and open all windows and the sunroof.
SIGNALS
communication.

 Switch for reduced alarm function for  Lock motor for the tailgate/trunk lid
 Switch for privacy locking
 Switch tailgate/trunk lid alarm, indicates that the function is activated.
 Switch for opening the fuel tank filler cover  Indicator LED in the doors

approach lights on the steering wheel module
(SWM)
 Indicator that the driver's door is open
 Indicator that the passenger door is open
 Indicator that the tailgate/trunk lid is open
 Indicator that the hood is open (cars with

alarm)
are triggered.
-
 Passenger door module (PDM) for locking  Passenger door module (PDM) for locking
 Brake control module (BCM) for information  Convertible Roof Module (CRM)
about vehicle speed
DRIVER DOOR MODULE (DDM) (3/126):

motors.
PASSENGER DOOR MODULE (PDM) (3/127):

motors.

-

be displayed.


-  Lockable storage compartment (option)
(8/137-138, 8/140-141)
 Lock for ski hatch (8/139)
 Central electronic module (CEM)  Central electronic module (CEM)
The central locking system is a distributed system. Those parts which are included in the system are:

 passenger door module (PDM)
 convertible Roof Module (CRM)
 remote control receiver
 supplemental restraint system module (SRS)


No door can be unlocked without a command from the central electronic module (CEM). Most of the system
settings are stored in the central electronic module (CEM). Many of these settings are market dependent. For
information about the settings which can be made, see: DESCRIPTION OF PROGRAMMABLE
motors.
DRIVER DOOR MODULE (DDM) / PASSENGER DOOR MODULE (PDM)

The driver door module (DDM) (3/126) and passenger door module (PDM) (3/127) are identical in appearance.
vehicle. There are also different control panels connected to the control modules The door control modules
communicate with the central electronic module (CEM) via the low speed side of the CAN network.


PHONE MODULE (PHM)


module (CEM) via the low speed side of the CAN network. If a phone module (PHM) is installed, the unit can
be used for remote unlocking via the Volvo On Call service. This means that the vehicle can be unlocked from a
Volvo Service Center.


(16/1). The infotainment control module (ICM) communicates with the central electronic module (CEM) via the
low speed side of the CAN network. The central locking settings are presented via a menu system in the display
on the infotainment control module (ICM). For further information about the settings which can be made, see:
The central locking settings are stored in the central electronic module (CEM) and are transmitted to the
infotainment control module (ICM) when the ignition is switched on.


the ski hatch.


Fig. 60: Identifying Lock Units Side Doors

The lock units are installed in the doors and are directly connected to the door control module in the relevant
door.
There are different versions of the lock units, depending on the configuration of the lock motors.
There are two versions of the lock units in the front doors with lock motors for:
 central locking
 central locking and deadlocking.
The door control modules can only unlock the doors on receipt of a command from the central electronic
module (CEM). In addition to the lock motors, the lock units contain up to three contract breakers depending on
the configuration:
 contact breaker to indicate that the door is in the latch position (not fully closed)
Fig. 61: Identifying Lock Motor Tailgate/Trunk Lid - C70

For C70 it is also possible to unlock and open the tailgate using a lock cylinder which is located on the rear
seat's left leading edge.
The switch on the tailgate/trunk lid and lock motor (3/78) is directly connected to the central electronic module
(CEM).
REMOTE CONTROL

The remote control is used to activate function in the system remotely. The basic functions of the remote control
are:
 unlocking and locking the side doors

the remote control is pressed. This signal is received by the remote receiver (RRX) and forwarded to the central
electronic module (CEM). For the remote control to work with the system, a unique code in the remote control
must be learned by the central electronic module (CEM). This takes place during installation at the factory.
a message via the CAN network to the Driver information module (DIM), which, in such cases, displays a
NOTE: It has been shown that in some cases there is a system function fault when
communication between the Remote Receiver Module (RRX) and the ignition
key are affected for different reasons. The function fault is not due to any
electrical fault and no diagnostic trouble codes (DTCs) are stored either.
Due to increased external radiation, for example from TV/radio transmitters and mobile telephones, the signal
from the remote control can, on rare occasions, be jammed. This is a rare fault but it can occur, especially in
places where different external signals can impair transmitting and reception conditions. This is not only
associated with the central locking system but can also affect different types of wireless communication.
REMOTE RECEIVER MODULE (RRX)

Remote Receiver Module (RRX) is located up at the headlining, to the left of the front lighting panel.
Remote Receiver Module (RRX) receives signals sent from the remote control and transmits them on to Central
electronic module (CEM) via serial communication (ISO).
When a key is in the ignition the Central electronic module (CEM) ignores all messages that come from the
Remote Receiver Module (RRX). This is so that, e. g., the central locking system will not be locked if a button
on the remote control is pushed accidentally.
The remote receiver checks for a signal from a remote control 4 times a second.
Remote Receiver Module (RRX) is supplied with voltage directly via 30-feed and is grounded in the A-pillar.
LOCKABLE SKI HATCH (ONLY C70)
Fig. 64: Identifying Lockable Ski Hatch (Only C70)

(4/59).
LOCKABLE STORAGE COMPARTMENT (ONLY C70) (OPTION)

Fig. 65: Identifying Lockable Storage Compartment (Only C70) (Option)

SYSTEM OVERVIEW
Fig. 66: Identifying Central Locking System - C70

module (CEM). The central electronic module (CEM) communicates with the constituent units, whether
directly connected or connected in series, via the CAN network.

 deadlocking
 re-locking
 lockable storage compartment (option C70)
 lock for ski hatch (C70).

The standard locking function unlocks the side doors and activates the lock button so that the tailgate/trunk lid
can be opened. On the C70 it also unlocks the storage compartments and the lock for the ski hatch. There are
two settings:
 total
 2 stage.
Total unlocking unlocks all doors at the same time. 2 stage locking unlocks the driver's door first and then the
other doors. The driver's door unlocks on the first press of the unlock button on the remote control. On the C70
the storage compartments and ski hatch unlock as well. Press the button again within 10 seconds and the other
doors unlock.
DEADLOCK
Deadlocking is an option. Deadlocking means that the inner door handles and lock buttons are disengaged. It
will not then be possible to open a side door from the inside, even if a window is smashed. Deadlocking is
activated 25 seconds after the vehicle was locked. The function can be disengaged using the switch for reduced
alarm.
VALET LOCKING MODE
the car or when the roof is left open when parked.
The switch on the tailgate/trunk lid and the lock motor are directly connected to the central electronic module
(CEM).
The unlocking switch for the fuel tank filler cover is on the light switch module (LSM) to the left of the driver.
LIGHT FUNCTIONS
switch is pulled backwards.
There are switches at the side doors and tailgate/trunk lid which indicate whether the door is open or closed.
There is also a switch at the hood if the car has an alarm. There is no switch at the fuel tank filler cover. The
switches are closed when the door is closed, providing a ground connection to the central electronic module
(CEM).
AUTOMATIC LOCKING
RE-LOCKING
CUSTOMER SETTINGS
ACKNOWLEDGMENTS
REMOTE CONTROL

 unlocking
 locking
 panic function
 local lighting.
PANIC FUNCTION
The panic function activates the horn for 25 seconds. This function is to attract attention in an emergency
situation.
The driver's door (also the passenger doors and cargo compartment on the C70) can be locked and unlocked
using the key blade in the remote control. This is an extra solution should there be a fault in the system. The
other doors can be unlocked using the inner central locking buttons after the key is inserted in the ignition.
LOCAL LOCKING
REMOTE UNLOCKING
The Volvo On Call service can unlock the vehicle from the Volvo Service Center.
STARTER MOTOR (2006-2012)

DESIGN
EXPLODED VIEW OF THE STARTER MOTOR

Fig. 67: Cut Away View Of Starter Motor

The starter motor consists of:
1. Drive cover
2. Gear wheel
3. Solenoid magnet
4. Battery terminal
5. Rear end and bearing
6. Carbon brush holder and carbon brushes
7. Commutator
8. Armature
9. Permanent magnet
10. Armature housing
11. Planetary train
12. Lever with free rotating clutch
13. Pinion engaging drive.
Fig. 68: Identifying Starter Motor

Starter motor terminals:
 6/25:1 From the battery positive terminal

 6/25:2 From starter motor relay.
Ground terminal via transmission / cylinder block.
PRINCIPLE
Fig. 69: Identifying Starter Motor Operation Principle

The starter motor is a DC motor which uses a permanent magnet. This type of motor operates following the
principle that the same poles (North/North) are forced away from each other and opposite poles (North/South)
are drawn to each other.
SOLENOID
Fig. 70: Control Solenoid

The control solenoid has two functions. The first is to mechanically engage the pinion in the flange/flywheel
gear collar. The other is to function as a relay and to handle the greater current required to drive the starter
motor when the pinion engages with the gear collar.
The control solenoid consists of the following components:
1. Moving steel cores. Moved by pull-in winding in the solenoid, slides the pinion into position and moves
the moving switch towards the fixed switches
2. Pull-in winding. Pull in the moving steel core. Disconnects when the moving steel core reaches the
bottom position
3. Hold-in winding. Holds the moving steel core in position for as long as the solenoid is powered
4. Fixed steel cores. Stop position for the moving steel core
5. Contact spring
6. Fixed contacts. Closes when the moving switches reach the fixed switches
7. Terminals. Two, one for the battery and one for the DC motor
8. Moving switch. Switch which closes the fixed switches
9. Moving shaft. Affected by the moving steel core and connects the moving switches with the fixed
switches
10. Return spring. Resets the control solenoid components to the rest position when the starter motor relay
is disconnected.
FREEWHEEL CLUTCH
Fig. 71: Freewheel Clutch

Functions as a one way clutch (freewheel). The freewheel allows the starter motor to drive the car engine, but
not the other way around. This prevents the starter motor from being over-revved. This is carried out by spring-
loaded rollers which lock the pinion and gear together when the starter motor operates.
The car engine cannot drive the starter motor because the pinion would turn in the rollers.
The freewheel clutch is attached to the armature shaft by spiral splines, which facilitate engagement and
disengagement of the carrier plate/flywheel ring gear.
The example shown in the left-side of the illustration displays the normal position. The starter motor, connected
to the outer section drives the pinion (inner section) by means of the rollers, which then lock.
The example shown in the right-side of the illustration displays what happens when the starter motor remains
connected when the engine is started. The pinion (inner section) cannot drive the starter motor (outer section)
because the rollers disengage.
PLANETARY TRAIN
Fig. 72: Identifying Planetary Train

The planetary train is used to reduce the rotational speed of the pinion gear in relation to the speed of the
armature and to increase the torque of the pinion.
The planetary train consists of:
1. Pinion shaft with splines

2. Ring gear (fixed section)
3. Planetary gear (connected to the pinion shaft)
4. Sun gear (connected to the rotor)
5. Armature
6. Commutator.
FUNCTION
ENGAGING THE PINION

When the ignition key is turned to position III, the starter motor relay (2/35) receives power at terminal 86. If
the immobilizer check is OK, then the engine control module (ECM) grounds the relay at terminal 85 and the
relay is activated. Control solenoid terminal 6/25:2 is powered from relay terminal 87. This creates a magnetic
field in hold-in and pull-in winding. This moves the moving steel core. When the core shifts a lever, fixed in the
end of the core, presses the starter motor pinion to engage in the ring gear on the flywheel/flange.
The pull-in winding is grounded through the rotor and carbon brushes. This ground connection is lost when the
moving switches close the circuit and the current passes from the solenoid to the starter motor.
PLANETARY TRAIN
Fig. 74: Identifying Planetary Train

When the starter motor rotates, the sun wheel rotates clockwise. The planetary gears, which are constantly
engaged with the sun wheel and ring wheel, rotate counter-clockwise. As the ring wheel is secured, the
planetary gears are forced to circle around the sun wheel clockwise. The planetary gears rotate more slowly than
the sun wheel. It is the clockwise rotation of the planetary gears which drives the pinion. The speed reduction
that occurs between the sun gear and the planetary gear, results in greater torque. This means that a smaller and
lighter starter motor can be used.
STARTING THE ENGINE

Fig. 75: View Of Starter Motor Relay, TCM, ECM, Control Solenoid & CEM
When the moving steel cores for the solenoids reach their limit position the moving switches break the circuit
with the fixes switches and the pull-in winding is disconnected. The hold-in winding keeps the switches closed.
The current now passes through the positive carbon brushes and the armature winding. Grounding is carried out
through the negative carbon brushes. This current creates a magnetic field in the rotor, which starts the rotor
rotating. When the rotor rotates, the magnetic field is generated continuously depending on how the commutator
and the windings are organized on the rotor. This allows the rotor to continue rotating.
When the ignition key is released the starter motor relay is deactivated and the circuit for the hold in winding is
broken. Then the return spring for the solenoid pulls the pinion back, at the same time as the fixed and moving
switches separate and the current to the starter motor is broken.
SYSTEM OVERVIEW
Fig. 76: Identifying Starter Motor

This documents describes the principles of starter motor, irrespective of the make.
The purpose of the starter motor (6/25) is to turn the engine at start-up. The starter motor is positioned on the
cylinder block side towards the transmission. A solenoid forces a pinion to engage with the gear ring on the
flywheel / carrier plate of the engine. When the engine starts and the engine speed exceeds the starter motor
speed, the pinion disengages. This prevents the starter motor over-revving.
This type of starter motor is equipped with permanent magnets instead of field winding.
The starter motor gives the greatest torque at low RPM at the same time as the voltage flow through the starter
motor is greatest.
NOTE: The engagement time for the starter motor must not exceed 20-30seconds.
Longer engagement time may result in the starter motor overheating and
becoming damaged.
A starter motor relay (2/35) controls the starter motor solenoid. The ignition switch (3/1) and engine control
module (ECM) (4/46) control the relay. The ignition switch powers the relay and the engine control module
(ECM) grounds it.
On vehicles with four-cylinder engines and automatic transmissions the starter motor relay is controlled by both
the ignition switch (3/1) and Engine control module (ECM) (4/46), where the ignition voltage feeds the relay
and Engine control module (ECM) grounds the relay when the gear selector is in position P or N. When the gear
selector is in position N it is also required that the brake pedal is depressed.
STEERING WHEEL MODULE (SWM) (2006-2012)

DESIGN
STEERING WHEEL ANGLE SENSOR
Fig. 77: Identifying Steering Wheel Angle Sensor

Steering wheel angle sensor is integrated in the SRS-contact reel, which in turn is integrated in the Steering
wheel module (SWM).
For Steering wheel module (SWM) with more functionality the steering wheel angle sensor, up to and incl.
model year 2007, features a disc with code groove.
A circuit with light-emitting diodes read off the code groove and measures the steering wheel angle during one
revolution. The steering wheel angle sensor also measures the current number of steering wheel revolutions
using an analogue magnet-resistive sensor. By comparing the different sensors' signals, the control module can
decide the exact steering wheel angle. Diagnostic trouble code is generated at ± 2.0 revolutions.
From and incl model year 2008 the disc with code groove was replaced with another analogue magnet-resistive
sensor. However, the comparison between sensors takes place in a similar way.
The steering wheel angle sensor gives the Brake control module (BCM) information about the steering wheel
speed among other things. Information about the steering wheel speed is also used by the Electrical power
steering module (EPS).
Steering wheel module (SWM) with less functionality is only equipped with the analog magnet-resistive sensor
that provides the Electrical power steering module (EPS) with information about the steering wheel angle speed.
The Electrical power steering module (EPS) uses the information about the steering wheel angle speed to
provide the correct pump pressure for the steering function. As a result, the steering wheel module (SWM) is
critical to safety.
It is important that the steering wheel angle sensor is correctly installed and that only Volvo original steering
wheels are used.
When replacing the steering wheel, the instructions supplied must be followed to ensure that the 0 position of
the steering wheel angle sensor is correctly calibrated.
STEERING WHEEL BUTTONS
Fig. 78: Identifying Steering Wheel Buttons

The steering wheel buttons control functions and menu selection for:
 traffic information (RTI) (option)

 audio (option)
 carphone (option)
 bluetooth (option)
 cruise control (option).
The signals from the steering wheel switch left (SWSL) and steering wheel switch right (SWSR) is transmitted
via LIN communication.
The steering wheel buttons are connected to the steering wheel module (SWM) via contact reel in the steering
wheel hub.
There are diagnostics for the steering wheel buttons.
STEERING WHEEL CONTROL STALKS
Fig. 79: Identifying Steering Wheel Control Stalks

The steering wheel control stalks are directly connected to the steering wheel module (SWM).
The right-hand control stalk controls the following functions:
 windshield and tailgate wipers (5 door only)

 windshield, rear windshield and headlamp washers
 intermittent wiping
 rain sensor.
The left-hand control stalk controls the following functions:

 high beam
 headlamp flash
 trip computer/timer start for the parking heater.
There are diagnostics for the functions of the steering wheel control stalks.
A diagnostic trouble code (DTC) is stored if the control module detects a fault. The diagnostic trouble codes
(DTCs) are stored in the RAM (random access memory) until the ignition is switched off. This means that if the
steering wheel module (SWM) is removed before the key is removed from the ignition or turned to the 0
position, the non-programmed EEPROM diagnostic trouble codes (DTCs) disappear.
A fault which is detected in the most recent operating cycle is defined as permanent. Other faults which are
detected are defined as intermittent.
For further information about parameters, see: DESCRIPTION OF PARAMETERS
READING THE CONTROL MODULE IDENTIFICATION
memory.

 software P/N
New software can be downloaded into the steering wheel module (SWM). When ordering software, the
The control module is integrated in the steering wheel bracket. The steering wheel must be removed to replace
the control module.
FUNCTION
STEERING WHEEL ANGLE SENSOR
Fig. 80: Identifying Steering Wheel Angle Sensor, BCM & Electrical Power Steering
The steering wheel angle sensor (7/91) is integrated in the Steering wheel module (SWM) (3/254) and registers
information about the steering wheel's angle and the number of steering wheel turns that have been made. The
Steering wheel module (SWM) then transmits the information via the CAN network to the Brake control
module (BCM) (4/16) (only vehicles with DSTC) and the Electrical power steering module (EPS) (4/99).
CONTROLLING FUNCTIONS AND MENU SELECTION USING THE STEERING WHEEL BUTTONS
See:
 audio module (AUD)

 multimedia module (MMM)
 engine control module (ECM)
 infotainment control module (ICM).
 Bluetooth phone module (BPM).
TRIP COMPUTER AND DISPLAYING/ERASING TEXT MESSAGES
Fig. 81: Identifying Driver Information Module, Left-Hand Control Stalk & Steering Wheel Module
The left-hand control stalk (3/133) is used to control the trip computer and to display and erase text messages in
the driver information module (DIM) (5/1). The steering wheel module (SWM) (3/254) transmits information to
the driver information module (DIM) (5/1) on the controller area network (CAN) indicating which function is
selected.
The trip computer menu is controlled using the roller on the left-hand control stalk. Turn the roller forwards or
backwards to scroll through the menu one step at a time. Some menu selections, such as average speed and fuel
consumption, can be reset using the RESET button.
Error messages displayed in the driver information module (DIM) display are erased using the READ button.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 82: Identifying Steering Wheel Angle Sensor

The steering wheel module (SWM) has the task of managing the signals for the steering angle sensor and for
those functions which can be controlled via the steering wheel control stalks and buttons.
The signals are transmitted to the relevant control modules via the control area network (CAN) or using LIN
communication.
Steering wheel module (SWM) is available, from and incl. model year 2005 up to and incl. model year 2008, in
two different versions. One version with more and one with less functionality.
Steering wheel module (SWM) with more functionality is installed in vehicles with Dynamic Stability and
Traction system (DSTC). From and incl. model year 2009 there is only Steering wheel module (SWM) with
more functionality.
The steering wheel module (SWM) manages signals for the following functions:
 steering wheel angle information (only vehicles equipped with DSTC)

 steering wheel angle speed for electro-hydraulic power steering
 volume control for hands-free calls and menu selection for Phone module (PHM), which includes
starting, ending and receiving calls
 volume control for hands-free calls and menu selection for Bluetooth phone module (BPM), which
includes starting, ending and receiving calls
 menu selection for traffic information (RTI)
 windshield washers and wipers
 tailgate wiper and washer
 headlamp washers
 cruise control
 high and low beam
 trip computer and displaying/erasing text messages in the driver information module (DIM)
 rain sensor module (RSM)
 parking heater.
The control module is integrated in the steering wheel bracket. The steering wheel must be removed to replace
the control module.
Control stalks, key pads and switches can be replaced as separate units.
The Steering wheel module (SWM) communicates with directly connected components (steering wheel buttons)
via LIN communication.
The control module also communicates with other control modules via both CAN and LIN communication.
diagnostic trouble code (DTC) is stored if the control module detects a fault. For further information, see:
The diagnostic trouble code (DTC) is stored when the ignition is switched off.
A simple way to ensure that the steering wheel module (SWM) is powered and grounded is to activate the turn
signal lamps or to change the audio or carphone volume.

SIGNALS
The table below summarizes the input signals to and output signals from the steering wheel module (SWM).
The signal types are divided into directly connected signals, LIN and CAN communication. The illustration

Right-hand control stalk (3/134)  Headlamp flash directly connected to the
 Left-hand control stalk (3/133).
central electronic module (CEM) (4/56).
Steering wheel switches left (SWSL) (3/131)  Infotainment control module (ICM) (16/1).
 Steering wheel switches right (SWSR) (3/4).
 Central electronic module (CEM) (4/56).  Engine control module (ECM) (4/46)
(optional equipment)
 The Brake control module (BCM) (4/16)
(only vehicles equipped with DSTC)
 Electrical power steering module (EPS) (4/99)
 Combustion preheater module (CPM) (4/7).
Fig. 83: Identifying System Overview

SUBWOOFER MODULE (SUB) (2006-2007)

DESIGN
CONTROL MODULE
Fig. 84: Subwoofer Module (SUB)

The Subwoofer module (SUB) contains an amplifier.
The amplifier has two channels, one for each sound axis. The output from each channel of the amplifier is 130
W at 4 ohms. Power booster amplification is set so that the acoustic output from the subwoofer module (SUB)
matches the other speaker channels.
When transferring sound signals to the subwoofer module (SUB), the infotainment control module (ICM)
allocates a channel on the MOST network. The audio module (AUD) transmits sound signals to the subwoofer
module (SUB) via the MOST network. All filtering and sound treatment of the sound signal takes place in the
audio module (AUD). Volume control takes place in the subwoofer module (SUB).
The volume of the subwoofer module (SUB) is raised or lowered using the volume knob on the infotainment
control module (ICM). The infotainment control module (ICM) transmits a request on the MOST network to the
subwoofer module (SUB), which then processes the request and actively raises or lowers the volume.
The limiter function in the subwoofer module (SUB) does not permit an increase in the output level if this
would lead to a fall in sound quality.
The subwoofer module (SUB) is powered via the central electronic module (CEM).
SUBWOOFER
Fig. 85: Subwoofer

There are two subwoofers, these are located behind the rear seat backrests.
The speaker elements are two 9 inch subwoofers with a voice coil in each. The impedance is 4 ohms for each
voice coil.
been erased.
memory.

 software P/N
New software can be downloaded into the subwoofer module (SUB). When ordering software, the hardware
The subwoofer module (SUB) is on the left-hand side in the cargo compartment.
After replacing the subwoofer module (SUB), the unique serial numbers of the control module are checked by
the infotainment control module (ICM). The installed subwoofer module (SUB) will not work if the serial
number is incorrect.
and on.
FUNCTION
SUBWOOFER MODULE (SUB)

See subwoofer module (SUB).
SYSTEM OVERVIEW
CONTROL MODULE

The primary task of the subwoofer module (SUB) is to manage sound reproduction from the audio module
(AUD) to the subwoofer.
The subwoofer module (SUB) only functions if the audio module (AUD) is connected to the MOST network.
The Subwoofer module (SUB) checks activations and input and output signals via an integrated diagnostic
system. A diagnostic trouble code (DTC) is stored in certain cases if the control module detects a fault. Any
diagnostic trouble codes (DTCs) are stored in the control module memory.
The subwoofer module (SUB) uses the MOST network to communicate with other control modules.
number in the Subwoofer module (SUB) is correct. The subwoofer module (SUB) will not function if the serial
number is incorrect. Try switching the ignition off and on if there are problems when replacing the control
module.
A simple way to check whether the subwoofer module (SUB) is functioning is to switch the radio on and then
change the volume. The volume from the subwoofer module (SUB) should rise and fall with the changes.
NOTE: Ensure that the bass loudspeaker is selected in the infotainment control module
(ICM).
SIGNALS
The table below summarizes the input signals to and output signals from the Subwoofer module (SUB). The
signal types are divided into directly connected signals and MOST communication. The illustration below (Fig.
87) displays the same information with the Volvo component designations.

-  2 x 9 inch Subwoofers
master control module master control module
Fig. 87: SUB Module Communication

SUBWOOFER MODULE (SUB) (2008)

DESIGN
CONTROL MODULE

The amplifier has two channels, one for each voice coil. The output from each channel on the amplifier is 130
W at 4 ohms.
Power booster amplification is set so that the acoustic output from the subwoofer module (SUB) matches the
other speaker channels.
Subwoofer module (SUB) is 30 supplied.
SUBWOOFER
Fig. 89: Subwoofer

There are two subwoofers, these are installed behind the backrests.
The speaker elements are two 9 inch subwoofers with a voice coil in each. The impedance is 4 ohms for each
voice coil.
This function can be used to activate components/functions which affect the Subwoofer module (SUB).
memory.

 software P/N
FUNCTION
SOUND REPRODUCTION
Fig. 90: Sound Reproduction

During the transmission of sound signals to the Subwoofer module (SUB) (16/79), the Infotainment control
module (ICM) (16/1.2) allocates a channel on the MOST network. The Audio module (AUD) (16/105)
transmits sound signals to Subwoofer module (SUB) via the MOST network.
All filtering and sound treatment of the sound signal occurs in the Audio module (AUD).
Volume control occurs in the Subwoofer module (SUB).
would lead to a reduction in sound quality.
SOFTWARE DOWNLOAD AND REPLACING THE CONTROL MODULE
Select download MOST network for a total download of software to the vehicle.
SYSTEM OVERVIEW
CONTROL MODULE

(AUD) to the subwoofers.
In order to function in the MOST network, the Infotainment control module (ICM) checks that the correct serial
number is in the Subwoofer module (SUB).
If the number is not correct, the Subwoofer module (SUB) will not function. If the problem persists when
replacing the control module, try with the ignition on/off.
A simple way of checking if the Subwoofer module (SUB) functions is to activate the radio and then adjust the
volume.
The sound from the Subwoofer module (SUB) should rise and fall as the control is adjusted.
NOTE: Make sure that the bass speaker is activated in the infotainment control module
(ICM).
SIGNALS

- (Power supply unless otherwise stated)
 2 x 9 inch subwoofers

 Infotainment control module (ICM) (16/1.2),  Infotainment control module (ICM) (16/1.2),
Fig. 92: Subwoofer Module Communication

SUBWOOFER MODULE (SUB) (2009-2012)

DESIGN
CONTROL MODULE
Fig. 93: Control Module

The amplifier has two channels, one for each voice coil. The output from each channel on the amplifier is 130
W at 4 ohms.
Power booster amplification is set so that the acoustic output from the subwoofer module (SUB) matches the
other speaker channels.
Subwoofer module (SUB) is 30 supplied.
SUBWOOFER
Fig. 94: Subwoofer

There are two subwoofers, these are installed behind the backrests.
The speaker elements are two 9 inch subwoofers with a voice coil in each.
The impedance is 4 ohms for each coil.

This function can be used to activate components/functions which affect the Subwoofer module (SUB).
memory.

 software P/N
Select download MOST network for a total download of software to the vehicle.
FUNCTION
SOUND REPRODUCTION

During the transfer of sound signals to the Subwoofer module (SUB) (16/79), the Infotainment control module
(ICM) (3/281) allocates a channel on the MOST network. The Audio module (AUD) (16/105) transmits sound
signals to Subwoofer module (SUB) via the MOST network.
All filtering and sound treatment of the sound signal occurs in the Audio module (AUD).
Volume control occurs in the Subwoofer module (SUB).
would lead to a reduction in sound quality.
SYSTEM OVERVIEW
CONTROL MODULE

(AUD) to the subwoofers.
In order to function in the MOST network, the Infotainment control module (ICM) checks that the correct serial
number is in the Subwoofer module (SUB).
If the number is not correct, the Subwoofer module (SUB) will not function. If the problem persists when
replacing the control module, try with the ignition on/off.
A simple way of checking if the Subwoofer module (SUB) functions is to activate the radio and then adjust the
volume.
The sound from the Subwoofer module (SUB) should rise and fall as the control is adjusted.
NOTE: Ensure that the bass loudspeaker is selected in the infotainment control module
(ICM).
SIGNALS

-  2 x 9 inch subwoofers

SUPPLEMENTAL RESTRAINT SYSTEM MODULE (SRS) (2006-2007)

DESIGN
CONTROL MODULE
Fig. 98: SRS Control Module

WARNING: The battery must be disconnected before any work is carried out on the
supplemental restraint system (SRS). Otherwise the airbags could
accidentally deploy.
The primary task of the supplemental restraint system module (SRS) is to minimize injuries to the driver and
passengers in different types of accident. To do this, the control module measures the acceleration signals
generated by a collision and then determines the required action. The control module has internal and external
sensors. Using the data collected from the sensors, the control module determines which of the following
protection systems will be activated:
 seat belt tensioners front seat

 front airbags
 adaptive steering column.
 adaptive seatbelt force limiter.
 seat belt tensioners rear seat
 side impact protection (SIPS) bags

 door mounted inflatable curtains
 ROPS (Roll Over Protection System).
The collision sensors in the control module and the frontal collision sensor and the side collision sensors
register the mechanical stresses that occur in the event of a collision. The stresses are measured by the
acceleration and pressure sensors. If the stresses exceed a certain level, the collision pulse starts to be
calculated. The calculation evaluates whether the collision pulse was sufficient to activate the protection system.
Airbags and seat belt tensioners can be activated individually.
Certain markets also use:
 an occupant weight sensor (OWS) located under the seat cushion on the front passenger seat
 two seat position sensors located on the rail under the driver's seat and front passenger seat.
The driver and passenger airbags and the seat belt tensioners are designed to deploy in the event of a frontal
collision as necessary. In USA/CDN, the adaptive steering column and the function for adaptive seatbelt force
limiting are also activated as necessary.
In the event of a side impact, the side airbags and the door mounted inflatable curtain on the impact side
activate, as well as the seat belt tensioners in the front seat.
In the event of a rear impact, the front seat belt tensioners and the ROPS (Roll Over Protection System) are
activated as necessary.
The control module has a local CAN network connected to it (only applies to USA/CDN). The occupant weight
sensor (OWS) is connected to the controller area network (CAN).
NOTE: The on/off switch for the front passenger airbag and occupant weight sensor
(OWS) must not be installed in the vehicle together.
The control module has a collision recording function. This records certain system information in the event of a
collision. If necessary, this information can be analyzed and used after a collision. This information is used to
develop the collision safety systems of the future. The control module can store information from 3 collisions. If
3 collisions have occurred no more information can be stored and the control module must be replaced. A
diagnostic trouble code (DTC) is stored when the control module has stored information from 3 collisions.
In the event of a frontal collision, side on collision, rear collision or a roll, a collision signal is transmitted from
the supplemental restraint system module (SRS) to the phone module (PHM) and the central electronic module
(CEM) using a directly connected cable. The purpose of this signal is to:
 switch off the fuel pump (FP)

 switch off the engine cooling fan (FC)
 switch off the windshield wipers when the car is stationary
 switch on the interior lighting and the courtesy lighting
 set the vehicle to collision status

 unlock the central locking system and
 if the vehicle is equipped with Volvo On Call (Plus), send an automatic alarm to CSC (Customer Service
Center).
A collision signal is also sent to the phone module (PHM) and the central electronic module (CEM) via the
Controller area network (CAN).
The supplemental restraint system module (SRS) decides to deploy the airbags and/or the seat belt tensioners
and/or adaptive steering column and/or the function for adaptive seatbelt force limiting in the event of a frontal
collision. This depends on whether:
 if the driver and front passenger are wearing seat belts or not
 if there is a fault in the seat belt buckles
 if there is a fault in the controller area network (CAN) communication.
As a result of the above conditions, in the event of a low impact collision the seat belt tensioner may deploy on
the driver's side (belted driver) while the airbag is deployed on the passenger side (non belted passenger).
The SRS indicator lamp lights when the ignition is switched on. If no faults are registered by the control
module, either internally or from the sensors, wiring or igniters, a signal is transmitted via the CAN network to
the Driver information module (DIM) confirming that the SRS indicator lamp can be switched off. If there is a
fault, the supplemental restraint system module (SRS) transmits information to the driver information module
(DIM) indicating which lamp should be lit and the text to be displayed in the combined instrument panel:
 The SRS indicator lamp

 the general warning lamp or
 the yellow information lamp.
The driver information module (DIM) continuously transmits information to the supplemental restraint system
(SRS) control module via the controller area network (CAN) about the status of the SRS indicator lamp.
If the SRS indicator lamp stops working, the general red warning lamp is used instead.
Note that after a collision, it may be necessary to replace the cable harness for the components of the protection
system which have deployed. This is because the connectors may melt at the moment of deployment. If a
connector has melted, the cable harness adjacent to the connector must be replaced.
SIDE IMPACT SENSOR

Fig. 99: Side Impact Sensors

The side impact sensors in the vehicle are used to measure the mechanical stresses that occur in the event of a
collision.
The four sensors which are used in the car are:
 1 side impact sensor in each left and right B post

 1 side impact sensor in each left and right door.
The side impact sensors in the B-post are acceleration sensors while the side impact sensors in the doors are
pressure sensors. The sensors transmit data continuously to the control module. In the event of a collision, the
control module uses the acceleration and pressure data from the sensors, and the control module's internal
sensors to determine if the collision severity is enough to activate the side impact protection system.
Only the side impact protection system on the collision side is activated.
In the event of a fault in the side impact sensor, the control module stores a diagnostic trouble code (DTC). A
diagnostic trouble code (DTC) is also stored if the communication between the control module and one of the
side impact sensors does not function. Each side impact sensor has a serial number. The serial number is used to
check that the correct side impact sensor is installed.
If one (or several) of the side impact sensors stops functioning, the control module uses the remaining sensor to
determine when the collision protection should be activated.
NOTE: The side impact sensors in the B-posts are the same and can be installed on the
left or right side, but cannot be used in the doors. The side impact sensors in
the doors are also the same and can be either installed in the left or right door.
Data is transmitted on the same cable used for power supply. There is a signal/power supply cable to each side
impact sensor and a ground lead.
FRONTAL IMPACT SENSOR
Fig. 100: Identifying Front Impact Sensor

The frontal impact sensors are used to provide the supplemental restraint system module (SRS) with advance
information about the collision pulse. This enables the control module to determine the components to be
activated more accurately.
The frontal impact sensors have integrated logic which transmits acceleration data to the supplemental restraint
system module (SRS) in the same way as the side impact sensors.
In the event of a collision, the control module calculates the acceleration data from the frontal collision sensors
and the internal sensors of the control module to check if the impact is sufficiently great to activate the frontal
impact protection.
In the event of a fault in a frontal impact sensor, the control module stores a diagnostic trouble code (DTC). A
frontal impact sensors does not function. Each frontal impact sensor has a serial number. The serial number is
used to check that the correct frontal impact sensor is installed.
If one or both of the frontal impact sensors stops functioning, the control module uses the remaining
acceleration sensor to determine when the collision protection should be activated.
Data is transmitted on the same cable used for power supply. There is a signal/power supply cable to each
frontal impact sensor and a ground lead.
The two frontal impact sensors are behind the left and right-hand headlamps.
SEAT POSITION SENSORS
Fig. 101: Identifying Seat Position Sensors

The seat position sensor is used to determine the size of the person sitting on the seat. There are two seat
position sensors in the vehicle, one under the driver's seat and one under the front passenger seat. The seat
position sensors are directly connected to the supplemental restraint system module (SRS). The seat position
sensors have separate signal cables to the control module and a common ground.
The seat position sensor consists of a Hall sensor which modifies the current depending on the position of the
seat. The seat position sensor has two classifications, these are a small person and a large person. A small
person means that the seat is approximately 10 cm from the first seat position and forwards. Other positions are
classified as a large person.
This information is used by the function for adaptive seatbelt force limiting.
OCCUPANT WEIGHT SENSOR (OWS)
Fig. 102: Identifying Occupant Weight Sensor (OWS)

The occupant weight sensor (OWS) consists of three interactive components:
 The pressure sensor, installed under the front passenger seat

 The seatbelt force sensor, mounted in the seat frame on the outside of the front passenger seat
 Occupant weight sensor module, installed under the front passenger seat.
The pressure sensor registers the pressure the seat is exposed to, for example when someone is sitting in the car.
Information from the seat belt force sensor is also used to ensure the good performance of the system. The
seatbelt force sensor informs the occupant weight sensor module what force the belt is tensioned with. This is
done because the pressure measured by the pressure sensor can be affected by the passenger fastening the
seatbelt over themselves or child seat tightly. This means that the passenger or child seat exerts greater pressure
on the seat than during normal seatbelt use. The passenger or child seat is then interpreted as being heavier than
he or she is. The occupant weight sensor module uses the information from both the pressure sensor and seatbelt
force sensor to calculate the actual weight of the passenger. The occupant weight sensor (OWS) transmits
continuous signals on the local controller area network (CAN) which the supplemental restraint system module
(SRS) and occupant weight sensor (OWS) are connected to. If the occupant weight sensor (OWS) does not
function correctly the supplemental restraint system module (SRS) will:
 deactivate the front passenger airbag

 light the warning lamp for passenger airbag disconnected (PAD) in the roof console
 light the SRS (supplemental restraint system) indicator lamp and display the alert message in the driver
If a fault occurs in any of the components the following should be noted:
 The pressure sensor and occupant weight sensor module must be replaced at the same time
 The seatbelt force sensor is replaced separately.
ADAPTIVE SEATBELT FORCE LIMITER

Fig. 103: Identifying Belt Retractor Sensor

WARNING: Never use an ohmmeter or similar tool to test airbags, door mounted
inflatable curtains, adaptive seat belt tensioners, the adaptive steering
column, rollover bar cassette or seat belt tensioners. Disconnect airbags,
door mounted inflatable curtains, adaptive seat belt tensioners, adaptive
steering column, rollover bar cassette or seat belt tensioners before
testing them. Failure to do so may result in accidental deployment. This
could result in serious injury or death.
The adaptive seatbelt force limiter improves the seatbelt function in the event of a frontal collision when the
airbag has been activated. There are two adaptive seatbelt force limiters in the car. These are integrated in the
seat belt reel, positioned at shoulder height on the driver's and front passenger seatbelts.
The adaptive seatbelt force limiters are electrically separated from each other. The adaptive seatbelt force
limiters have a pyrotechnic charge which adapts the seatbelt force to a lower level against the chest on
activation.
The adaptive seatbelt force limiter, seat belt reel, seat belt (inertia) reel sensor and seat belt tensioner are
installed in a single unit. In the event of a fault in any of these the whole unit must be replaced.
ADAPTIVE STEERING COLUMN
Fig. 104: Identifying Adaptive Steering Column

When the collision protection system in the collapsible steering column is activated, a pin deploys enabling the
steering column to be adjusted for length. The steering wheel is pressed in further towards the dashboard than if
the steering column was rigid.
The steering is not affected by the deployment of the pin. The pin is deployed by a pyrotechnical charge and is
located in the center of the steering column. The collision protection system in the adaptive steering column
only activates if the driver is wearing the seatbelt and if the airbag deploys. The entire steering column must be
replaced if the collision protection system in the adaptive steering column has deployed.
FRONT AIRBAGS
Fig. 105: Identifying Front Airbags

The airbags at the front of the vehicle are:
 driver airbag, 2 stage deployment

 front passenger airbag, 2 stage deployment.
The driver's airbag is located in the steering wheel. The passenger airbag is located above the glove
compartment in the dashboard.
The front airbags have two ignition components each. These are electrically separated from each other. This
means that the different ignition components have their own separate power supply and grounding points from
the control module. Two power supply outputs are required from the control module for each airbag, one for
each ignition component. This means that in total four pins on the control module, two power supply pins and
two ground pins, are used for each airbag.
When activating the airbags electrical signals are transmitted from the supplemental restraint system module
(SRS) to the relevant airbag stage.
Stage 1
Stage 1 of the driver's airbag is pyrotechnic. In the event of activation the charge combusts and the gas which
develops is blown into the airbag.
Stage 1 on the passenger airbag consists of a pyrotechnic component in combination with a reservoir which
stores a gas. On activation the pyrotechnic charge combusts and mixes with the stored gas. The gas mixture
inflates the airbag.
Stage 2
Stage 2 of the driver's and passenger airbags is pyrotechnical. In the event of activation the charge combusts and
the gas which develops inflates the airbag.
The pace of the airbag 2 stage activation is dependent on the collision type and seat belt use. Both stages always
activate. The difference is that in the event of a lesser impact, there is a greater time delay between stage 1 and
stage 2. For more serious impacts the time delay is shorter between stages 1 and 2, which gives a stiffer airbag.
SIDE IMPACT AIR BAGS

Fig. 106: Identifying Side Impact Air Bags

There are two side impact protection (SIPS) bags connected to the supplemental restraint system module (SRS).
Their connectors are electrically separated from each other. The side impact protection (SIPS) bags are on the
outside of the backrest, underneath the upholstery, on the front seats. The side impact protection (SIPS) bags
deploy on the side of the impact. Their task is to protect the hips, chest and upper body in the event of a side on
collision.
The side airbags together with the door mounted inflatable curtains and other safety systems can help to protect
the driver and front passenger in the event of a collision.
The side impact protection (SIPS) bag uses a pyrotechnic component in combination with a reservoir which
stores a gas. On activation the pyrotechnic charge combusts and mixes with the stored gas. The gas mixture
inflates the airbag.
SEAT BELT TENSIONERS
Fig. 107: Seat Belt Tensioners

There are four seat belt tensioners in the vehicle. These are located at shoulder height, one for each seat belt
reel, two at the front (1 and 2) and two in the rear seat (3 and 4).
NOTE: The seat belt tensioners for the USA/CDN market are marked "1a " and "2a " in
the illustration. The seat belt tensioners for other markets (not USA/CDN) (1b
and 2b) are marked "1b " and "2b " in the illustration.
The seat belt tensioner tensions the seat belt to reduce the forward movement of the body.
The supplemental restraint system module (SRS) determines whether to deploy the seat belt tensioners based on
whether the seat belts are being used. The seat belt tensioner will not be activated if the seat belt is not engaged.
If the seat belt is fastened and the seatbelt indication does not function for the front seat belt buckles, the seat
belt tensioners will be activated anyway. Rear seat belt tensioner activation is market dependent.
The seat belt tensioner consists of a pyrotechnical charge and a cylinder with a piston. The piston is connected
to a steel cable which is secured to the seat belt reel. When the control module activates the seat belt tensioner
the piston is forced downwards by the expanding gas. The piston pulls in the steel cable which reels in the belt.
For USA/CDN: the adaptive seatbelt force limiter, seat belt reel, and seat belt tensioner are installed in a single
unit. In the event of a fault in any of these the whole unit must be replaced.
DOOR MOUNTED INFLATABLE CURTAINS

Fig. 108: Door Mounted Inflatable Curtains

There are two inflatable curtains installed in the doors connected to the supplemental restraint system module
(SRS). Their connectors are electrically separated from each other.
The door mounted inflatable curtains are positioned in the upper section of the left and right doors. They have
only one ignition component each. The task of the door mounted inflatable curtains is to protect the head and
the upper body in the event of a side impact. The Supplemental restraint system module (SRS) activates the
door mounted inflatable curtains on the side of the impact.
The door mounted inflatable curtain uses a pyrotechnic component in combination with a reservoir which stores
a gas. On activation the pyrotechnic charge combusts and mixes with the stored gas. The gas mixture is blown
into the door mounted inflatable curtain, which inflates and covers the side windows.
ROPS (ROLL OVER PROTECTION SYSTEM)
Fig. 109: ROPS (Roll Over Protection System)

The retractable roof has a lower level of protection than a vehicle with a fixed roof. ROPS (Roll Over Protection
System) is available to sufficiently protect the passengers in the event of the vehicle rolling over. The system
consists of two roll-over bars and sensors in the Supplemental restraint system module (SRS).
The roll-over bars are integrated in a cassette and the entire roll-over bar cassette must be replaced if replacing
the roll-over bars. Both roll-over bar cassettes are installed between the body plates behind the rear seat
backrest. The roll-over bar cassettes are directly connected to the Supplemental restraint system module (SRS).
The sensors for roll-over are installed in the Supplemental restraint system module (SRS) and the entire control
module must be replaced if replacing a sensor.
The system is normally inactive and is only activated when the vehicle rolls.
In this case, the roll-over bar cassettes and the seat belt tensioners and the door mounted inflatable curtains
activate as well.
SRS INDICATION
The supplemental restraint system module (SRS) continuously checks the system. A diagnostic trouble code
(DTC) is stored and an SRS indication is made.
SRS indication is accompanied by a text message in the Driver information module (DIM), partly through:
 an SRS warning lamp

 a general warning lamp
 a yellow information lamp.
The lamps light depending on how serious the fault is: Information about which lamp should be lit is
transmitted by the supplemental restraint system module (SRS) on the controller area network (CAN).
module, either internally or from the sensors, wiring or igniters, a signal is transmitted on the controller area
network (CAN) to the driver information module (DIM) confirming that the SRS indicator lamp can be
switched off. If no faults are detected when the ignition is switched on, the lamp will remain lit for a few
seconds. The lamp goes out when the system has been checked and is operating without faults.
The control module has an EEPROM memory which retains data about diagnostic trouble codes (DTCs) even
when the battery has been disconnected.
The driver information module (DIM) continuously indicates to the supplemental restraint system module
(SRS) the function of the SRS indicator lamp. If the lamp stops working, the general warning lamp lights up
and a message is displayed.
NOTE: If a diagnostic trouble code (DTC) is stored because the resistance in an SRS
ignition cable is too high or too low, it is important that the resistance of the
SRS ignition cable is not measured when the collision protection system is
connected. Special tools with the same resistance as the collision protection
system must be used for fault-tracing.
PASSENGER AIRBAG INDICATION
Fig. 110: Identifying Passenger Airbag Indication

The supplemental restraint system module (SRS) transmits signals on the controller area network (CAN) to the
central electronic module (CEM) indicating whether the front passenger airbag is activated or not. If the central
electronic module (CEM) receives information that the passenger airbag is deactivated, it transmits a signal to
the passenger airbag disconnected warning lamp (PAD). The signals are transmitted on a directly connected
signal cable. The warning lamp which is in the roof console, lights and remains lit while the passenger seat
airbag is disconnected.
Depending on the market, if the switch for activating and deactivating the front passenger airbag is used to
deactivate it, the passenger airbag disconnected (PAD) warning lamp lights.
The warning lamp goes out when the airbag is reactivated.
If an occupant weight sensor (OWS) is installed (market dependent), the passenger airbag disconnected (PAD)
warning lamp lights when the airbag is deactivated. However there is an exception to this:
 The passenger airbag disconnected warning lamp will remain unlit if the occupant weight sensor (OWS)
registers that the passenger seat is unoccupied. This means that the passenger airbag is deactivated.
The warning lamp goes out when the airbag is reactivated.
Reasons that the passenger airbag disconnected warning lamp lights may also be:
 communication problems between the supplemental restraint system module (SRS) and central electronic
module (CEM)
 faulty function in the on/off switch for the front passenger airbag
 defective occupant weight sensor (OWS) function.
SEAT BELT BUCKLE
Fig. 111: Identifying Seat Belt Buckle

The two front seat belt buckles have Hall sensors and are connected to the SRS module. These connections are
electrically separated from each other.
The Hall sensor detects whether the belt is engaged in the seat belt buckle or not and indicates this to the
supplemental restraint system module (SRS). The information is used to set the activation level for airbags and
seat belt tensioners. If a fault is detected in the seat belt buckles or in their terminals, an adjustment is made for
this, depending on the type of fault.
The rear seat belt buckles can be connected (market dependent) to the central electronic module (CEM) which
then transmits the status of the seat belt buckles to the SRS (supplemental restraint system) module via the
controller area network (CAN). In the event of a fault in the rear seat belt buckles the seat belt tensioners will
function as if the seatbelts are fastened (market dependent).
ACTIVATING AIRBAGS/SEAT BELT TENSIONERS
The collision safety system is extremely advanced. It is able to adapt airbag deployment and the activation of
the seat belt tensioners to suit the specific circumstances of a collision. In general it is extremely unlikely that
all airbags and seat belt tensioners will be deployed in the same accident. It is possible that only one airbag or
seat belt tensioner is deployed. This is determined by the supplemental restraint system module (SRS) based on
the forces that occur during the collision.
If the control module deploys the front airbags, both stages will always be activated. By varying the time
between the two deployment phases, the inflation of the airbag is more gentle for a low speed collision.
DEPLOYMENT LEVELS FOR AIRBAGS/SEAT BELT TENSIONERS
The table below shows how the SRS system activates the protection system as necessary in the event of a
frontal impact.
Level 1= Low speed collision
Level 5 = Severe collision
Collision level Front seat Rear seats

Seat belt not in use Seat belt in use Seat belt not in use Seat belt in use
Level 1 No corrective action. The seat belt No corrective action. The seat belt
tensioner is activated. tensioner is activated
(applies only to
certain markets).
Level 2 The airbags are The seat belt No corrective action. The seat belt
deployed with a slow tensioner is activated. tensioner is activated
build-up of pressure. (applies only to
certain markets).
Level 3 The airbags are The seat belt The seat belt The seat belt
deployed with a slow tensioner is activated. tensioner is activated tensioner is
build-up of pressure. The airbags are (applies only to activated.
deployed with a slow certain markets).
build-up of pressure.
Adaptive steering
column activated
(USA/CDN only).
Adaptive seatbelt
force limiter can be
activated (USA/CDN
only).
deployed with a fast tensioner is activated. tensioner is activated tensioner is
deployed with a slow certain markets).
Adaptive steering
column activated
(USA/CDN only).
Adaptive seatbelt
activated (USA/CDN
only).
deployed with a fast tensioner is activated. tensioner is activated tensioner is
deployed with a fast certain markets).
Adaptive steering
column activated
(USA/CDN only).
Adaptive seatbelt
activated (USA/CDN
only).
ACTIVATING THE SIDE IMPACT PROTECTION SYSTEM
The table below shows how the SRS system activates the protection system as necessary in the event of a side
impact.
Left-hand side impact Right-hand side impact

Seat belt in use Seat belt not in use Seat belt in use Seat belt not in use
The left side airbag and The left side airbag and The right side airbag and The right side airbag and
left inflatable curtain left inflatable curtain right inflatable curtain right inflatable curtain
activate. activate. activate. activate.
Seat belt tensioners front Seat belt tensioners front Seat belt tensioners front Seat belt tensioners front
activate. do not activate. activate. do not activate.
ACTIVATING THE COLLISION PROTECTION SYSTEM
The table below shows how the SRS system activates the protection system as necessary in the event of a rear
impact.
Seat belt in use Seat belt not in use

ROPS (Roll Over Protection System) activates. ROPS (Roll Over Protection System) activates.
Seat belt tensioners front activate. Seat belt tensioners front do not activate.
Fig. 112: Identifying Diagnostic Test Assembly

The on-board diagnostic (OBD) system for the supplemental restraint system module (SRS) continually
diagnoses the function of supplemental restraint system components and stores any diagnostic trouble codes
(DTCs). The diagnostic trouble codes (DTCs) can then be read off. Information is presented in the same way as
with other diagnostic systems.
FAULT INDICATION
If a fault occurs in the SRS system the driver is warned in various ways via the combined instrument panel:
 the SRS indicator lamp lights up and text appears in the display
 the general warning lamp lights and text appears in the display
 the yellow information lamp lights and text appears in the display.
The diagnostic tool must be connected to the data link connector (DLC) in order to identify the source of the
fault.
to 20 diagnostic trouble codes (DTCs).
Should a fault disappear for any reason after being stored in the control module as a diagnostic trouble code
(DTC), the information remains stored in the control module. If a fault is no longer permanent, the diagnostic
trouble code (DTC) remains as intermittent.
Data can be read off from the supplemental restraint system module (SRS) using this function.
The control module can be identified by reading off a number of codes from the control module memory. The
codes contain information about the control module:

 software P/N
The following information can also be read off from the control module memory:
 serial number, front impact sensor

 serial number, side impact sensor
 serial number of the occupant weight sensor (OWS) (USA/CDN only).
CALIBRATING THE OCCUPANT WEIGHT SENSOR (OWS)
The occupant weight sensor (OWS) can be calibrated using this function.
New software for the supplemental restraint system module (SRS) can be downloaded. When ordering software,
comparison is OK, the software is downloaded to the control module.
If the comparison between the vehicle and Volvo central database is not OK, software downloading cannot
occur.
When the control module is replaced, the new control module will have certain pre-programmed software.
The software which is pre-programmed is:
 application software
 diagnostic software
 collision algorithm software.
The software which will be downloaded is parameter files containing:
 parameters unique to this model

 equipment for the vehicle (passenger air bag, adaptive seatbelt force limiter etc.)
 a signal configuration file.
FUNCTION
CHECKING THE SRS SYSTEM
Fig. 113: SRS System Communication Overview

When the ignition key is turned from 0 to I, II or III, the communication on the controller area network (CAN),
the status of the internal functions in the supplemental restraint system module (SRS) (4/9) as well as all
directly connected components are checked:
 airbags driver (8/30 and 8/61)

 airbags passenger (8/31 and 8/32)
 seat belt tensioners (8/33, 8/34, 8/55 and 8/56)
 side impact sensors (7/115, 7/116, 7/208 and 7/209)
 door mounted inflatable curtains (8/66 and 8/67)
 SIPS bags (8/51 and 8/52)
 frontal impact sensor (7/178 and 7/179)
 front seat belt buckles (3/93 and 3/94)
 adaptive steering column (8/99) (USA/CDN only)
 seat position sensors (3/255 and 3/256) (USA/CDN only)
 adaptive seatbelt force limiter (8/128 and 8/129) (USA/CDN only)
 switch on/off, front passenger airbag (3/157) (not USA/CDN)
 occupant weight sensor (OWS) (7/93) (USA/CDN only)
 roll-over bar cassette (8/57 and 8/58).
The supplemental restraint system module (SRS) transmits information via the controller area network (CAN)
to the driver information module (DIM) (5/1) indicating that this test is in progress. The central electronic
module (CEM) (4/56) also transmits the parameter values during the status check.
The driver information module (DIM) then lights the SRS indicator lamp. The SRS indicator lamp is lit while
the supplemental restraint system (SRS) is being checked. When the supplemental restraint system (SRS) has
been tested and no faults have been detected, the SRS indicator lamp goes out.
If a fault is detected during the check it will be indicated in one of the following ways, depending on how
serious it is:
 the SRS indicator lamp continues to light and a warning text is displayed in the driver information
module (DIM)
 the general red warning lamp lights and a warning text is displayed in the driver information module
(DIM).
 the general yellow warning lamp lights and a warning text is displayed in the driver information module
(DIM).
The driver information module (DIM) continuously transmits a signal to the supplemental restraint system
module (SRS) via the controller area network (CAN) with information about whether the SRS indicator lamp is
working or not. The red general warning lamp lights up if the SRS indicator lamp stops working. If the CAN
communication between the supplemental restraint system (SRS) module and the driver information module
(DIM) fails, the SRS warning lamp lights up and text is displayed in the driver information module (DIM). If
the faults disappear and the driver information module (DIM) can transmit information to the supplemental
restraint system module (SRS) and the status of the SRS warning lamp is OK, the warning lamps will return to
normal function.
SIDE IMPACT
Fig. 114: SRS Side Impact Control

In the event of a side-on collision, the sensors in the Supplemental restraint system module (SRS) (4/9) and the
side impact sensors (7/115, 7/116, 7/208 and 7/209) evaluate the force of the mechanical stresses. The
Supplemental restraint system module (SRS) determines which protection system is to be activated in the
situation.
If the impact fulfils the conditions to activate the side airbags (8/51 and 8/52) and the door mounted inflatable
curtains (8/66 and 8/67) and/or seat belt tensioners front (8/33 and 8/34), the control module sends a current
pulse to those protection systems that are to be deployed. The side impact protection system will only be
deployed on the side where the impact is registered.
The control module also transmits a collision signal on a directly connected cable to the central electronic
module (CEM) (4/56) and the phone module (PHM) (16/60), so that these control modules can take certain
actions.
A collision status signal is also sent to the phone module (PHM) and the central electronic module (CEM) via
FRONTAL COLLISION
Fig. 115: Identifying Front-End Collision

In the event of a frontal collision, the sensors in the Supplemental restraint system module (SRS) (4/9) and
frontal impact sensors (7/178 and 7/179) evaluate the mechanical stresses. The Supplemental restraint system
module (SRS) determines which protection system is to be activated in the situation.
If the impact fulfils the conditions to activate the protection system the Supplemental restraint system module
(SRS) sends an activation signal, a current pulse, to:
 front airbags (8/30, 8/31, 8/32 and 8/61) and/or

 seat belt tensioner (8/33, 8/34, 8/55 and 8/56) and/or
 the adaptive steering column (8/99) and/or
 the function for adaptive seatbelt force limiting.
The passenger airbag will not be deployed if it is deactivated using the Occupant weight sensor (OWS) (7/93).
A collision signal is transmitted on a direct connection from the supplemental restraint system module (SRS) to
the central electronic module (CEM) (4/56) and phone module (PHM) (16/60) when the collision protection
system is activated. These two control modules ensure that:

Center).
ROLL OVER
Fig. 116: SRS System Communication

In the event of a roll over, the sensors, mounted in the Supplemental restraint system module (SRS) (4/9),
evaluate the angle of the vehicle and how quickly the vehicle angle will change. When the movement has
exceeded the predetermined limit, the following components are activated:

 roll-over bar cassettes (8/57 and 8/58).

Center).
FUNCTION FOR ADAPTIVE SEATBELT FORCE LIMITATION
Fig. 117: SRS Control For Adaptive Seatbelt Force Limitation

In the event of a frontal collision where the front airbags and the front seat belt tensioners have deployed (8/33
and 8/34), the function for adaptive seatbelt force limiting may be activated. The supplemental restraint system
module (SRS) also receives information from the seat position sensor (3/255, 3/256) about the positions of the
passenger or driver's seats. The control module can determine whether the occupant is a large or small person.
Using this information, the supplemental restraint system module (SRS) determines whether the adaptive
seatbelt force limiter should be activated. If the adaptive seatbelt force limiter (8/128, 8/129) is activated, the
supplemental restraint system module (SRS) transmits an activation signal, current pulse, to the adaptive
seatbelt force limiter which reduces the force of the seatbelt on the chest.
ACTIVATING/DEACTIVATING FRONT PASSENGER AIRBAG

Fig. 118: Identifying Activating/Deactivating Front Passenger Airbag

Under normal conditions the information from the occupant weight sensor (OWS) system (7/93) is the basis for
whether the supplemental restraint system module (SRS) (4/9) should activate or deactivate the front passenger
airbag (8/31 and 8/32). The occupant weight sensor (OWS) communicates continuously with the supplemental
restraint system (SRS) module via the local controller area network (CAN). When a passenger weighing more
than a certain weight is in the seat, the supplemental restraint system module (SRS) is informed by the occupant
weight sensor (OWS). The control module software activates the front passenger airbag, which means that the
airbag has full functionality in the event of a collision. At the same time the supplemental restraint system
module (SRS) transmits a signal on the controller area network (CAN), to the central electronic module (CEM)
(4/56), with a request to switch off the passenger airbag disconnected warning lamp. The central electronic
module (CEM) then switches off the passenger airbag disconnected (PAD) warning lamp.
If the weight on the front passenger seat is below a certain level the supplemental restraint system module
(SRS) is informed by the occupant weight sensor (OWS). The control module software deactivates the front
passenger airbag, which means that the airbag has no functionality in the event of a collision. At the same time
the supplemental restraint system module (SRS) transmits a signal on the controller area network (CAN), to the
central electronic module (CEM), with a request to switch on the passenger airbag warning lamp (passenger
airbag disconnected). The central electronic module (CEM) then switches on the passenger airbag warning lamp
(passenger airbag disconnected). However there is an exception to this:
 The passenger airbag disconnected warning lamp will remain unlit if the occupant weight sensor (OWS)
registers that the passenger seat is unoccupied. This means that the passenger airbag is deactivated.
THE OCCUPANT WEIGHT SENSOR (OWS) SYSTEM (ONLY USA/CDN)
The occupant weight sensor (OWS) is designed to meet the regulatory requirements of Federal Motor Vehicle
Safety Standard (FMVSS) 208 and is designed to disable (will not inflate) the passenger's side front airbag
under certain conditions.
The occupant weight sensor (OWS) works with sensors that are part of the front passenger's seat and safety belt.
The sensors are designed to detect the presence of a properly seated occupant and determine if the passenger's
side front airbag should be enabled (may inflate) or disabled (will not inflate).
The occupant weight sensor (OWS) will disable (will not inflate) the passenger's side front airbag when:
 the front passenger seat is unoccupied, or there are small/medium objects in the front passenger seat,
 the system determines that an infant is present in a rear-facing infant seat that is installed according to the
manufacturer's instructions,
 the system determines that a small child is present in a forward-facing child restraint that is installed
according to the manufacturer's instructions,
 the system determines that a small child is present in a booster seat,
 a front passenger takes his/her weight off of the seat for a period of time,
 a child or a small person occupies the front passenger seat.
The occupant weight sensor (OWS) uses a passenger airbag warning lamp (PAD) which will illuminate and stay
lit to remind you that the passenger's side front airbag is disabled. The passenger airbag warning lamp (PAD) is
located in the overhead console.
NOTE: The passenger airbag warning lamp (PAD) will illuminate for a short period of
time when the ignition is turned on to confirm it is functional.
When the front passenger seat is not occupied (empty seat) or in the event that the passenger's side front airbag
is enabled (may inflate), the passenger airbag warning lamp (PAD) will be unlit.
The occupant weight sensor (OWS) is designed to disable (will not inflate) the passenger's side front airbag
when a rear facing infant seat, a forward-facing child restraint, or a booster seat is detected. The passenger
airbag warning lamp (PAD) will illuminate and stay lit to remind you that the passenger's side front airbag is
disabled.
NOTE: Volvo recommends that children always be properly restrained in appropriate

child restraints in the rear seats.
In rare situations when the safety belt is not latched, some child restraints may not be detected by the OWS
because there is very little weight on the vehicle seat cushion. In these cases the passenger's side front airbag
may be disabled, but the passenger airbag warning lamp (PAD) will not be lit. Do not assume that the
passenger's side front airbag is disabled unless the passenger airbag warning lamp (PAD) is lit.
The occupant weight sensor (OWS) is designed to enable (may inflate) the passenger's side front airbag anytime
the system senses that a person of adult size is sitting properly in the front passenger seat. The passenger airbag
warning lamp (PAD) will be unlit and stay unlit.
The occupant weight sensor (OWS) detects pressure on the front passenger seat cushion as a result of load put
in the seat. The occupant weight sensor (OWS) classifies the occupant as small or large based on whether the
induced pressure is below or above a predetermined threshold. The threshold is defined between the pressure
induced by children and the pressure induced by adults in accordance with the regulatory requirements of
Federal Motor Vehicle Safety Standard (FMVSS) 208. If the occupant weight sensor (OWS) determines a small
occupant classification, the passenger's side front airbag will be disabled and the passenger airbag warning lamp
(PAD) will be lit. If The occupant weight sensor (OWS) determines a large occupant classification, the
passenger's side front airbag will be enabled and the passenger airbag warning lamp (PAD) will be unlit.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 119: Identifying SRS Control Module

The supplemental restraint system module (SRS) handles functions for:
 seat belt tensioners

 side impact sensors
 frontal impact sensor
 adaptive seatbelt force limiter

 front airbags
 SRS indication
 passenger airbag indication
 collision output signal
 collision registration
 adaptive steering column.
 front seat belt buckles
 local CAN network, Supplemental restraint system module (SRS)
 occupant weight sensor (OWS).
The control module is in the transmission tunnel, between the gear selector lever and the parking brake.
The supplemental restraint system module (SRS) communicates with directly connected wiring and with other
control modules via the controller area network (CAN). Depending on the market, the control module can also
communicate with components via a local CAN network.
trouble code (DTC) is stored if the control module detects a fault.
Any diagnostic trouble codes (DTCs) are stored in the control module memory. The information can be read
out.
The control module can process multiple collisions, frontal collisions, collisions from behind, side-on collisions
and overturning.
The control module function can be easily checked by switching on the ignition. The SRS indicator lamp in the
combined instrument panel must light up when the key is in ignition positions I-III. The lamp goes out after a
short while if no faults are detected. This means that the supplemental restraint system (SRS) is functioning
correctly.
SIGNALS
The table below summarizes the input signals to and output signals from the supplemental restraint system
module (SRS). The signal types are divided into directly connected signals and CAN communication. The


 Side impact sensor left B-post (7/115) Central electronic module (CEM) (4/56),

 Side impact sensor right B-post (7/116) collision output signal

 Phone Module (PHM) (16/60), collision
 Side impact sensor left-hand door (7/208)
output signal
 Side impact sensor right-hand door (7/209)
 Seat belt tensioner passenger front (8/34)
 Frontal impact sensor left-hand front (7/179)
 Seat belt tensioner driver's (8/33)
 Frontal impact sensor right-hand front (7/178)
 Seat belt tensioner left rear (8/55)
 Seat belt buckle passenger (3/94)
 Seat belt tensioner right rear (8/56)
 Seat belt buckle driver's (3/93)
 Adaptive steering column (8/99) (USA/CDN
 Switch on/off, front passenger airbag (3/157)
only)
(not USA/CDN).
 Airbag passenger front stage 1 (8/31)
 Seat position sensor passengers (3/256)
(USA/CDN only)
 Airbag driver front stage 1 (8/30)
 Seat position sensor driver's (3/255)
(USA/CDN only)  Airbag driver front stage 2 (8/61)
 Side impact protection (SIPS) bag left front

(8/51)
 Side impact protection (SIPS) bag right front
(8/52)
 Door installed inflatable curtain left (8/66)
 Door installed inflatable curtain right (8/67)
 Adaptive seatbelt force limiter driver's

(8/128) (USA/CDN only)
 Adaptive seatbelt force limiter passenger's
front (8/129) (USA/CDN only)
 Rollover bar cassette left (8/57)
 Rollover bar cassette right (8/58)
Via local CAN-communication (USA/CDN only): Via local CAN-communication (USA/CDN only):
 Occupant weight sensor (OWS) (7/93).  Occupant weight sensor (OWS) (7/93).
 Central electronic module (CEM) (4/56).  Central electronic module (CEM) (4/56).
 Driver information module (DIM) (5/1)  Driver information module (DIM) (5/1)

SUPPLEMENTAL RESTRAINT SYSTEM MODULE (SRS) (2008-2012)

DESIGN
CONTROL MODULE

The primary task of the supplemental restraint system module (SRS) is to minimize injuries to the driver and
passengers in different types of accident. To do this, the control module measures the acceleration signals
generated by a collision and then determines the required action. The control module has internal and external
sensors. Using the data collected from the sensors, the control module determines which of the following
protection systems will be activated:
 seat belt tensioners front seat

 front airbags
 adaptive steering column (USA/CDN only)
 adaptive seatbelt force limiter (USA/CDN only)
 seat belt tensioners rear seat
The collision sensors in the control module and the frontal collision sensor and the side collision sensors
register the mechanical stresses that occur in the event of a collision. The stresses are measured by the
acceleration and pressure sensors. If the stresses exceed a certain level, the collision pulse starts to be
calculated. The calculation evaluates whether the collision pulse was sufficient to activate the protection system.
Airbags and seat belt tensioners can be activated individually.
Certain markets also use:
 an occupant weight sensor (OWS) located under the seat cushion on the front passenger seat
 two seat position sensors located on the rail under the driver's seat and front passenger seat.
The driver and passenger airbags and the seat belt tensioners are designed to deploy in the event of a frontal
collision as necessary. In USA/CDN, the adaptive steering column and the function for adaptive seatbelt force
limiting are also activated as necessary.
In the event of a side impact, the side airbags and the door mounted inflatable curtain on the impact side
activate, as well as the seat belt tensioners in the front seat.
In the event of a rear impact, the front seat belt tensioners and the ROPS (Roll Over Protection System) are
activated as necessary.
The control module has a local CAN network connected to it (only applies to USA/CDN). The occupant weight
sensor (OWS) is connected to the controller area network (CAN). There is also a switch on the passenger side
of the dashboard. This switch can be used to activate or deactivate the passenger airbag using the ignition key
(does not apply to USA/CDN).
NOTE: The activating switch, on/off, for the front passenger airbag and occupant
weight sensor (OWS) must not be installed in the vehicle together.
The control module also has an accident data recorder that records certain system information in the event of a
collision. This information can be analyzed and used after a collision as necessary and is used to develop the
supplemental restraint systems of the future. The control module can store information from 3 collisions. Once
3 collisions have occurred, no more information can be stored and the control module must be replaced. A
diagnostic trouble code is generated when the control module has stored information from 3 collisions.
In the event of a frontal collision, side on collision, rear collision or a roll, a collision signal is transmitted from
the supplemental restraint system module (SRS) to the phone module (PHM) and the central electronic module
(CEM) using a directly connected cable. The purpose of this signal is to:

Center).
A collision signal is also sent to the phone module (PHM) and the central electronic module (CEM) via the
Controller area network (CAN).
The supplemental restraint system module (SRS) decides to deploy the airbags and/or the seat belt tensioners
and/or adaptive steering column and/or the function for adaptive seatbelt force limiting in the event of a frontal
collision. This depends on whether:
 if the driver and front passenger are wearing seat belts or not
 if there is a fault in the seat belt buckles
 if there is a fault in the controller area network (CAN) communication.
As a result of the above conditions, in the event of a low impact collision the seat belt tensioner may deploy on
the driver's side (belted driver) while the airbag is deployed on the passenger side (non belted passenger).
module, either internally or from the sensors, wiring or igniters, a signal is transmitted via the CAN network to
the Driver information module (DIM) confirming that the SRS indicator lamp can be switched off. If there is a
fault, the supplemental restraint system module (SRS) transmits information to the driver information module
(DIM) indicating which lamp should be lit and the text to be displayed in the combined instrument panel:
 The SRS warning lamp

 the general warning lamp or
 the yellow information light
The driver information module (DIM) continuously transmits information to the supplemental restraint system
(SRS) control module via the controller area network (CAN) about the status of the SRS warning lamp.
If the SRS indicator lamp stops working, the general red warning lamp is used instead.
Note that after a collision, it may be necessary to replace the cable harness for the components of the protection
system which have deployed. This is because the connectors may melt at the moment of deployment. If a
connector has melted, the cable harness adjacent to the connector must be replaced.
SIDE IMPACT SENSOR

Fig. 122: Side Impact Sensor

The side impact sensors in the vehicle are used to measure the mechanical stresses that occur in the event of a
collision.
The four sensors which are used in the car are:
 1 side impact sensor in each left and right B post

 1 side impact sensor in each left and right door.
The side impact sensors in the B-post are acceleration sensors while the side impact sensors in the doors are
pressure sensors. The sensors transmit data continuously to the control module. In the event of a collision, the
control module uses the acceleration and pressure data from the sensors, and the control module's internal
sensors to determine if the collision severity is enough to activate the side impact protection system.
Only the side impact protection system on the collision side is activated.
In the event of a fault in the side impact sensor, the control module stores a diagnostic trouble code (DTC). A
side impact sensors does not function. Each side impact sensor has a serial number. The serial number is used to
check that the correct side impact sensor is installed.
If one (or several) of the side impact sensors stops functioning, the control module uses the remaining sensor to
determine when the collision protection should be activated.
NOTE: The side impact sensors in the B-posts are the same and can be installed on the
left or right side, but cannot be used in the doors. The side impact sensors in
the doors are also the same and can be either installed in the left or right door.
Data is transmitted on the same cable used for power supply. There is a signal/power supply cable to each side
impact sensor and a ground cable.
FRONT IMPACT SENSOR
Fig. 123: Identifying Front Impact Sensor

The front impact sensors are used to provide the supplemental restraint system module (SRS) with advance
information about the collision pulse. This enables the control module to more accurately determine which
components to deploy.
The front impact sensors have integrated logic which transmits acceleration data to the supplemental restraint
system module (SRS) in the same way as the side impact sensors.
In the event of a collision, the control module calculates the acceleration data from the frontal collision sensors
and the internal sensors of the control module to check if the impact is sufficiently great to activate the frontal
impact protection.
In the event of a fault in a frontal impact sensor, the control module stores a diagnostic trouble code (DTC). A
frontal impact sensors does not function. Each frontal impact sensor has a serial number. The serial number is
used to check that the correct frontal impact sensor is installed.
If one or both of the frontal impact sensors stops functioning, the control module uses the remaining
acceleration sensor to determine when the collision protection should be activated.
Data is transmitted on the same cable used for power supply. There is a signal/power supply cable to each front
impact sensor and a ground cable.
The two front impact sensors are behind the left and right-hand headlamps.
SEAT POSITION SENSORS
Fig. 124: Identifying Seat Position Sensors

The seat position sensor is used to determine the size of the person sitting on the seat. There are two seat
position sensors in the vehicle, one under the driver's seat and one under the front passenger seat. The seat
position sensors are directly connected to the supplemental restraint system module (SRS). The seat position
sensors have separate signal cables to the control module and a common ground.
The seat position sensor consists of a Hall sensor which modifies the current depending on the position of the
seat. The seat position sensor has two classifications, these are a small person and a large person. A small
person means that the seat is approximately 10 cm from the first seat position and forwards. Other positions are
classified as a large person.
This information is used by the function for adaptive seatbelt force limiting.
OCCUPANT WEIGHT SENSOR (OWS)
Fig. 125: Identifying Occupant Weight Sensor (OWS)

The occupant weight sensor (OWS) consists of three interactive components:
 The pressure sensor, installed under the front passenger seat.

 Belt force sensor, mounted in the seat frame on the outside of the front passenger seat.
 Occupant weight sensor module, installed under the front passenger seat.
The pressure sensor and occupant weight sensor are linked via a hose. The pressure sensor registers the pressure
the seat cushion is exposed to, for example when someone is sitting in the seat.
Information from the seat belt force sensor is also used to ensure the good performance of the system. The
seatbelt force sensor informs the occupant weight sensor module what force the belt is tensioned with. This is
done because the pressure measured by the pressure sensor can be affected by the passenger fastening the
seatbelt tightly. This means that the passenger exerts greater pressure on the seat than during normal seatbelt
use. The passenger is then interpreted as being heavier than he or she is.
Using information from both the pressure sensor and the seat belt force sensor, the occupant weight sensor
module carries out calculations and classifications of what is affecting the system. This forms the basis for the
recommendation that is communicated to the supplemental restraint system.
The occupant weight sensor (OWS) transmits continuous signals on the local controller area network (CAN),
which the supplemental restraint system module (SRS) and occupant weight sensor (OWS) are connected to. If
the occupant weight sensor (OWS) does not function correctly the supplemental restraint system module (SRS)
will:
 disable the front passenger airbag

 light the passenger airbag warning lamp (PAD) in the roof console
 light the SRS (supplemental restraint system) warning lamp and display the alert message in the driver
If a fault occurs in any of the components the following should be noted:
 The pressure sensor and occupant weight sensor module must be replaced at the same time
 The seat belt force sensor is replaced separately.
ADAPTIVE SEATBELT FORCE LIMITER
Fig. 126: Identifying Belt Retractor Sensor

The adaptive seatbelt force limiter improves the seatbelt function in the event of a frontal collision when the
airbag has been activated. There are two adaptive seatbelt force limiters in the car. These are integrated in the
seat belt reel, positioned at shoulder height on the driver's and front passenger seatbelts.
limiters have a pyrotechnic charge which adapts the seatbelt force to a lower level against the chest on
activation.
The adaptive seatbelt force limiter, seat belt reel, seat belt (inertia) reel sensor and seat belt tensioner are
installed in a single unit. In the event of a fault in any of these the whole unit must be replaced.

When the collision protection system in the collapsible steering column is activated, a pin deploys enabling the
steering column to be adjusted for length. The steering wheel is pressed in further towards the dashboard than if
the steering column was rigid.
Steering is not affected by the deployment of the pin. The pin is deployed by a pyrotechnical charge and is
located in the center of the steering column. The impact protection system in the adaptive steering column only
deploys if the driver is wearing the seat belt and when the airbag is deployed. The entire steering column must
be replaced if the impact protection system in the adaptive steering column has deployed.
FRONT AIRBAGS
Fig. 128: Identifying Front Airbags

The airbags at the front of the vehicle are:
 driver airbag, 2 stage deployment

 front passenger airbag, 2 stage deployment.
The driver's airbag is located in the steering wheel. The passenger airbag is located above the glove
compartment in the dashboard.
The front airbags have two ignition components each. These are electrically separated from each other. This
means that the different ignition components have their own separate power supply and grounding points from
the control module. Two power supply outputs are required from the control module for each airbag, one for
each ignition component. This means that in total four pins on the control module, two power supply pins and
two ground pins, are used for each airbag.
During airbag deployment, electrical signals are transmitted from the supplemental restraint system module
(SRS) to the relevant airbag stage.
Stage 1
Stage 1 of the driver's airbag is pyrotechnic. In the event of activation the charge combusts and the gas which
develops is blown into the airbag.
Stage 1 on the passenger airbag consists of a pyrotechnic component in combination with a reservoir which
stores a gas. In the event of deployment, the pyrotechnic charge combusts and mixes with the stored gas. The
gas mixture inflates the airbag.
Stage 2
Stage 2 of the driver's and passenger airbags is pyrotechnical. In the event of activation the charge combusts and
the gas which develops inflates the airbag.
The pace of the airbag 2 stage activation is dependent on the collision type and seat belt use. Both stages always
activate. The difference is that in the event of a lesser impact, there is a greater time delay between stage 1 and
stage 2. For more serious impacts the time delay is shorter between stages 1 and 2, which gives a stiffer airbag.
SIDE IMPACT AIR BAGS

Fig. 129: Identifying Side Impact Air Bags

There are two side impact protection (SIPS) bags connected to the supplemental restraint system module (SRS).
Their connectors are electrically separated from each other. The side impact protection (SIPS) bags are on the
outside of the backrest, underneath the upholstery, on the front seats. The side impact protection (SIPS) bags
deploy on the side of the impact. Their task is to protect the hips, chest and upper body in the event of a side on
collision.
The side airbags together with the door mounted inflatable curtains and other safety systems can help to protect
the driver and front passenger in the event of a collision.
The side airbag uses a pyrotechnic component in combination with a reservoir which stores a gas. In the event
of deployment, the pyrotechnic charge combusts and mixes with the stored gas. The gas mixture inflates the
airbag.
BELT TENSIONERS
Fig. 130: Belt Tensioners

There are four seat belt tensioners in the vehicle. These are located at shoulder height, one for each seat belt
reel, two at the front (1 and 2) and two in the rear seat (3 and 4).
NOTE: USA/CDN have seatbelt tensioners (1a and 2a) as shown above.
Other markets (not USA/CDN) have seatbelt tensioners (1b and 2b) as shown
above.
The seat belt tensioner tensions the seat belt to reduce the forward movement of the body.
The supplemental restraint system module (SRS) determines whether to deploy the seat belt tensioners based on
whether the seat belts are being used. The seat belt tensioner will not be activated if the seat belt is not engaged.
If the seat belt is fastened and the seatbelt indication does not function for the front seat belt buckles, the seat
belt tensioners will be activated anyway. Rear seat belt tensioner activation is market dependent.
The belt tensioner consists of a pyrotechnical charge and a cylinder with a piston. The piston is connected to a
steel cable which is secured to the seat belt retractor. When the control module deploys the belt tensioner, the
piston is forced downward by the expanding gas. The piston pulls in the steel cable which retracts the belt.
For USA/CDN: the adaptive seatbelt force limiter, seat belt reel, and seat belt tensioner are installed in a single
unit. In the event of a fault in any of these the whole unit must be replaced.
DOOR MOUNTED INFLATABLE CURTAINS

Fig. 131: Door Mounted Inflatable Curtains

There are two inflatable curtains installed in the doors connected to the supplemental restraint system module
(SRS). Their connectors are electrically separated from each other.
The door mounted inflatable curtains are positioned in the upper section of the left and right doors. They have
only one ignition component each. The task of the door mounted inflatable curtains is to protect the head and
the upper body in the event of a side impact. The Supplemental restraint system module (SRS) activates the
door mounted inflatable curtains on the side of the impact.
The door mounted inflatable curtain uses a pyrotechnic component in combination with a reservoir which stores
a gas. On activation the pyrotechnic charge combusts and mixes with the stored gas. The gas mixture is blown
into the door mounted inflatable curtain, which inflates and covers the side windows.

ROPS (ROLL OVER PROTECTION SYSTEM)
Fig. 132: ROPS (Roll Over Protection System)

The retractable roof has a lower level of protection than a vehicle with a fixed roof. ROPS (Roll Over Protection
System) is available to sufficiently protect the passengers in the event of the vehicle rolling over. The system
consists of two roll-over bars and sensors in the Supplemental restraint system module (SRS).
The roll-over bars are integrated in a cassette and the entire roll-over bar cassette must be replaced if replacing
the roll-over bars. Both roll-over bar cassettes are installed between the body plates behind the rear seat
backrest. The roll-over bar cassettes are directly connected to the Supplemental restraint system module (SRS).
The sensors for roll-over are installed in the Supplemental restraint system module (SRS) and the entire control
module must be replaced if replacing a sensor.
The system is normally inactive and is only activated when the vehicle rolls.
In this case, the roll-over bar cassettes and the seat belt tensioners and the door mounted inflatable curtains
activate as well.
SRS INDICATION
The supplemental restraint system module (SRS) continuously checks the system. A diagnostic trouble code
(DTC) is stored and an SRS indication is made.
SRS indication is accompanied by a text message in the Driver information module (DIM), partly through:
 an SRS warning lamp

 a general warning lamp
 a yellow information lamp.
The lamps light depending on how serious the fault is: Information about which lamp should be lit is
transmitted by the supplemental restraint system module (SRS) on the controller area network (CAN).
The SRS warning lamp lights when the ignition is switched on. If no faults are registered by the control module,
either internally or from the sensors, wiring or igniters, a signal is transmitted on the controller area network
(CAN) to the driver information module (DIM) confirming that the SRS warning lamp can be switched off. If
no faults are detected when the ignition is switched on, the lamp will remain lit for a few seconds. The lamp
goes out when the system has been checked and is operating without faults.
The control module has an EEPROM memory which retains data about diagnostic trouble codes (DTCs) even
when the battery has been disconnected.
The driver information module (DIM) continuously indicates to the supplemental restraint system module
(SRS) the function of the SRS warning lamp. If the lamp stops working, the general warning lamp lights up and
a message is displayed.
NOTE: If a diagnostic trouble code is stored because the resistance in an ignition cable
is too high or too low, it is important that the resistance of the ignition cable is
not measured when the collision protection system is connected. Special tools
with the same resistance as the collision protection system must be used for
troubleshooting.
PASSENGER AIRBAG INDICATION
Fig. 133: Identifying Passenger Airbag Indication

Supplemental restraint system module (SRS) sends signals on the CAN-net to Central electronic module (CEM)
about the airbag for passenger front is activated or not.
If Central electronic module (CEM) receives information that passenger airbag is activated, it sends signals on a
directly connected cable to light warning light activated airbag passenger (PAE) (1).
It works in the same way if Central electronic module (CEM) receives information that the passenger airbag is
deactivated, but then the signal to light the warning light airbag passenger (PAD) (2) is sent.
The lights are located in the overhead panel. Each light is on until Central electronic module (CEM) receives
information that status of the passenger airbag has been changed.
Depending on the market, if the switch for activating and deactivating the front passenger airbag is used to
deactivate it, the passenger airbag disconnected (PAD) warning lamp lights.
The warning light goes off when the airbag is activated again and then warning light activated passenger (PAE)
is lit instead.
If an occupant weight sensor (OWS) is installed (market-dependent), the passenger airbag warning light (PAD)
lights when the airbag is deactivated.
The warning lamp goes out when the airbag is enabled.
If Occupant weight sensor (OWS) is installed, there is no warning light activated airbag passenger (PAE)
installed.
Reason the passenger airbag warning lamp (PAD) lights could also be:
 communication problems between the supplemental restraint system module (SRS) and central electronic
module (CEM)
 faulty function in the on/off switch for the front passenger airbag
 defective occupant weight sensor (OWS) function.
SEATBELT BUCKLE
Fig. 134: Seatbelt Buckle

The two front seat belt buckles have Hall sensors and are connected to the SRS module. These connections are
electrically separated from each other.
The Hall sensor detects whether the belt is engaged in the seat belt buckle or not and indicates this to the
supplemental restraint system module (SRS). The information is used to set the activation level for airbags and
seat belt tensioners. If a fault is detected in the seat belt buckles or in their terminals, an adjustment is made for
this, depending on the type of fault.
The rear seat belt buckles can be connected (market dependent) to the central electronic module (CEM) which
then transmits the status of the seat belt buckles to the SRS (supplemental restraint system) module via the
controller area network (CAN). In the event of a fault in the rear seat belt buckles the seat belt tensioners will
function as if the seatbelts are fastened (market dependent).
ACTIVATING AIRBAGS/SEAT BELT TENSIONERS
The collision safety system is extremely advanced. It is able to adapt airbag deployment and the activation of
the seat belt tensioners to suit the specific circumstances of a collision. In general it is extremely unlikely that
all airbags and seat belt tensioners will be deployed in the same accident. It is possible that only one airbag or
seat belt tensioner is deployed. This is determined by the supplemental restraint system module (SRS) based on
the forces that occur during the collision.
If the control module deploys the front airbags, both stages will always be activated. By varying the time
between the two deployment phases, the inflation of the airbag is more gentle for a low speed collision.
DEPLOYMENT LEVELS FOR AIRBAGS/SEAT BELT TENSIONERS
The table below shows how the SRS system activates the protection system as necessary in the event of a
frontal impact.
Level 1= Low speed collision
Level 5 = Severe collision
Collision level Front seat Backseat

Seat belt not in use Seat belt in use Seat belt not in use Seat belt in use
Level 1 No corrective action. The belt tensioner is No corrective action. The belt tensioner is
deployed. deployed (certain
markets only).
Level 2 The airbags are The belt tensioner is No corrective action. The belt tensioner is
deployed with a slow deployed. deployed (certain
build-up of pressure. markets only).
Level 3 The airbags are The belt tensioner is The belt tensioner is The belt tensioner is
deployed with a slow deployed. deployed (certain deployed.
build-up of pressure. The airbags are markets only).
deployed with a slow
Adaptive steering
column activated
(USA/CDN only).
Adaptive seatbelt
activated (USA/CDN
only).
deployed with a fast deployed. deployed (certain deployed.
deployed with a slow
Adaptive steering
column activated
(USA/CDN only).
Adaptive seatbelt
activated (USA/CDN
only).
deployed with a fast deployed. deployed (certain deployed.
deployed with a fast
Adaptive steering
column activated
(USA/CDN only).
Adaptive seatbelt
activated (USA/CDN
only).
DEPLOYING THE SIDE IMPACT PROTECTION SYSTEM
The table below shows how the SRS system activates the protection system as necessary in the event of a side
impact.
Left-hand side impact Right-hand side impact

Seat belt in use Seat belt not in use Seat belt in use Seat belt not in use
The left side airbag and The left side airbag and The right side airbag and The right side airbag and
left inflatable curtain left inflatable curtain right inflatable curtain right inflatable curtain
activate. activate. activate. activate.
Seat belt tensioners front Seat belt tensioners front Seat belt tensioners front Seat belt tensioners front
activate. do not activate. activate. do not activate.
ACTIVATING THE COLLISION PROTECTION SYSTEM
The table below shows how the SRS system activates the protection system as necessary in the event of a rear
impact.
Seat belt in use Seat belt not in use

ROPS (Roll Over Protection System) activates. ROPS (Roll Over Protection System) activates.
Seat belt tensioners front activate. Seat belt tensioners front do not activate.
Fig. 135: Identifying Diagnostic Test Assembly

The on-board diagnostic (OBD) system for the supplemental restraint system module (SRS) continually
diagnoses the function of supplemental restraint system components and stores any diagnostic trouble codes
(DTCs). The diagnostic trouble codes (DTCs) can then be read off. Information is presented in the same way as
with other diagnostic systems.
FAULT INDICATION
If a fault occurs in the SRS system the driver is warned in various ways via the combined instrument panel:
 the SRS indicator lamp lights up and text appears in the display
 the general warning lamp lights and text appears in the display
 the yellow information lamp lights and text appears in the display.
The diagnostic tool must be connected to the data link connector (DLC) in order to identify the source of the
fault.
Data can be read off from the supplemental restraint system module (SRS) using this function.
The control module can be identified by reading off a number of codes from the control module memory. The
codes contain information about the control module:

 software P/N
The following information can also be read off from the control module memory:
 serial number, front impact sensor

 serial number, side impact sensor
 serial number of the occupant weight sensor (OWS) (USA/CDN only).
CALIBRATING OCCUPANT WEIGHT SENSOR (OWS)
The occupant weight sensor (OWS) can be calibrated using this function.
New software for the supplemental restraint system module (SRS) can be downloaded. When ordering software,
comparison is OK, the software is downloaded to the control module.
If the comparison between the vehicle and Volvo central database is not OK, software downloading cannot
occur.
When the control module is replaced, the new control module will have certain pre-programmed software.
The software which is pre-programmed is:
 application software
 diagnostic software
 collision algorithm software.
The software which will be downloaded is parameter files containing:
 parameters unique to this model

 equipment for the vehicle (passenger air bag, adaptive belt force limiter etc.)
 a signal configuration file.
FUNCTION

When the ignition key is turned from 0 to I, II or III, the communication on the controller area network (CAN),
the status of the internal functions in the supplemental restraint system module (SRS) (4/9) as well as all
directly connected components are checked:
 airbags driver (8/30 and 8/61)

 airbags passenger (8/31 and 8/32)
 side impact sensors (7/115, 7/116, 7/208 and 7/209)
 SIPS bags (8/51 and 8/52)
 front impact sensor (7/178 and 7/179)
 front seat belt buckles (3/93 and 3/94)
 adaptive steering column (8/99) (only USA/CDN)
 seat position sensor (3/255 and 3/256) (only USA/CDN)
 adaptive seat belt force limiter (8/128 and 8/129) (only USA/CDN)
 switch on/off, front passenger airbag (3/157) (not USA/CDN)
 occupant weight sensor (OWS) (7/93) (only USA/CDN)
 roll-over bar cassette (8/57 and 8/58).
The supplemental restraint system module (SRS) transmits information via the controller area network (CAN)
to the driver information module (DIM) (5/1) indicating that this test is in progress. The central electronic
module (CEM) (4/56) also transmits the parameter values during the status check.
The driver information module (DIM) then lights the SRS warning lamp. The SRS warning lamp is lit while the
supplemental restraint system (SRS) is being checked. When the supplemental restraint system (SRS) has been
tested and no faults have been detected, the SRS warning lamp goes out.
If a fault is detected during the check it will be indicated in one of the following ways, depending on how
serious it is:
 the SRS indicator lamp continues to light and a warning text is displayed in the driver information
module (DIM).
 the general red warning light lights and a warning text is displayed in the driver information module
(DIM).
 the general yellow warning lamp lights and a warning text is displayed in the driver information module
(DIM).
The driver information module (DIM) continuously transmits a signal to the supplemental restraint system
module (SRS) via the controller area network (CAN) with information about whether the SRS warning lamp is
working or not. The red general warning lamp lights up if the SRS warning lamp stops working. If the CAN
communication between the supplemental restraint system (SRS) module and the driver information module
(DIM) fails, the SRS warning lamp lights up and text is displayed in the driver information module (DIM). If
the faults disappear and the driver information module (DIM) can transmit information to the supplemental
restraint system module (SRS) and the status of the SRS warning lamp is OK, the warning lamps will return to
normal function.
SIDE IMPACT

In the event of a side-on collision, the sensors in the Supplemental restraint system module (SRS) (4/9) and the
side impact sensors (7/115, 7/116, 7/208 and 7/209) evaluate the force of the mechanical stresses. The
Supplemental restraint system module (SRS) determines which protection system is to be activated in the
situation.
If the impact fulfils the conditions to activate the side airbags (8/51 and 8/52) and the door mounted inflatable
curtains (8/66 and 8/67) and/or seat belt tensioners front (8/33 and 8/34), the control module sends a current
pulse to those protection systems that are to be deployed. The side impact protection system will only be
deployed on the side where the impact is registered.
The control module also transmits a collision signal on a directly connected cable to the central electronic
module (CEM) (4/56) and the phone module (PHM) (16/60), so that these control modules can take certain
actions.
A collision status signal is also sent to the phone module (PHM) and the central electronic module (CEM) via
FRONT-END COLLISION
Fig. 138: Identifying Front-End Collision

In the event of a frontal collision, the sensors in the Supplemental restraint system module (SRS) (4/9) and
frontal impact sensors (7/178 and 7/179) evaluate the mechanical stresses. The Supplemental restraint system
module (SRS) determines which protection system is to be activated in the situation.
If the impact fulfils the conditions to activate the protection system the Supplemental restraint system module
(SRS) sends an activation signal, a current pulse, to:
 front airbags (8/30, 8/31, 8/32 and 8/61) and/or

 seat belt tensioner (8/33, 8/34, 8/55 and 8/56) and/or
 the adaptive steering column (8/99) and/or
 the function for adaptive seatbelt force limiting.
The passenger airbag will not be deployed if it is deactivated using the Occupant weight sensor (OWS) (7/93).


Center).
ROLL OVER
Fig. 139: Identifying SRS System Communication

In the event of a roll over, the sensors, mounted in the Supplemental restraint system module (SRS) (4/9),
evaluate the angle of the vehicle and how quickly the vehicle angle will change. When the movement has
exceeded the predetermined limit, the following components are activated:

 roll-over bar cassettes (8/57 and 8/58).


Center).
FUNCTION FOR ADAPTIVE SEAT BELT FORCE LIMITATION
Fig. 140: SRS And Seat Belt Components

In the event of a frontal collision where the front airbags and the front seat belt tensioners have deployed (8/33
and 8/34), the function for adaptive seatbelt force limiting may be activated. The supplemental restraint system
module (SRS) also receives information from the seat position sensor (3/255, 3/256) about the positions of the
passenger or driver's seats. The control module can determine whether the occupant is a large or small person.
Using this information, the supplemental restraint system module (SRS) determines whether the adaptive
seatbelt force limiter should be activated. If the adaptive seatbelt force limiter (8/128, 8/129) is activated, the
supplemental restraint system module (SRS) transmits an activation signal, current pulse, to the adaptive
seatbelt force limiter which reduces the force of the seatbelt on the chest.
ACTIVATING/DEACTIVATING FRONT PASSENGER AIRBAG
Fig. 141: Identifying Activating/Deactivating Front Passenger Airbag

In normal conditions it is the information from the Occupant weight sensor (OWS) (7/93) that is the basis for if
the Supplemental restraint system module (SRS) (4/9) shall activate or deactivate the front passenger airbag
(8/31 and 8/32). Occupant weight sensor (OWS) communicates continuously with Supplemental restraint
system module (SRS) on the local CAN-network. When a passenger is seated, with a weight exceeding a certain
level, in the passenger seat the Occupant weight sensor (OWS) will inform the Supplemental restraint system
module (SRS) about this. Then the control module's software activates the front passenger airbag, which means
that the airbag has full function in case of a collision. At the same time, the Supplemental restraint system
module (SRS) sends a signal on the CAN-network, to the central electronic module (CEM) (4/56), with a
request that the warning light passenger airbag (PAD) shall be turned off. Then the Central electronic module
(CEM) turns off the warning light for passenger airbag (PAD).
If the weight in the passenger seat front is under a certain level, then the Occupant weight sensor (OWS) will
inform Supplemental restraint system module (SRS) about this. The control module's software then deactivates
airbag passenger front, which means that the airbag remains inactive in case of a collision. At the same time the
(CEM), with a request to turn on warning light airbag passenger (PAD). Then Central electronic module (CEM)
turns on warning light airbag passenger (PAD).
THE OCCUPANT WEIGHT SENSOR (OWS) SYSTEM
The occupant weight sensor (OWS) is designed to meet the regulatory requirements of Federal Motor Vehicle
Safety Standard (FMVSS) 208 and is designed to disable (will not inflate) the passenger's side front airbag
under certain conditions.
The occupant weight sensor (OWS) works with sensors that are part of the front passenger's seat and safety belt.
The sensors are designed to detect the presence of a properly seated occupant and determine if the passenger's
side front airbag should be enabled (may inflate) or disabled (will not inflate).
The occupant weight sensor (OWS) will disable (will not inflate) the passenger's side front airbag when:
 the front passenger seat is unoccupied, or there are small/medium objects in the front passenger seat,
 the system determines that an infant is present in a rear-facing infant seat that is installed according to the
manufacturer's instructions,
 the system determines that a small child is present in a forward-facing child restraint that is installed
according to the manufacturer's instructions,
 the system determines that a small child is present in a booster seat,
 a front passenger takes his/her weight off of the seat for a period of time,
 a child or a small person occupies the front passenger seat.
The occupant weight sensor (OWS) uses a passenger airbag warning lamp (PAD) which will illuminate and stay
lit to remind you that the passenger's side front airbag is disabled. The passenger airbag warning lamp (PAD) is
located in the overhead console.
NOTE: The passenger airbag warning lamp (PAD) will illuminate for a short period of
time when the ignition is turned on to confirm it is functional.
In cases when the airbag on the passenger side front (inflation possible) is activated, then warning light airbag
passenger (PAD) will not be on.
The occupant weight sensor (OWS) is designed to disable (will not inflate) the passenger's side front airbag
when a rear facing infant seat, a forward-facing child restraint, or a booster seat is detected. The passenger
airbag warning lamp (PAD) will illuminate and stay lit to remind you that the passenger's side front airbag is
disabled.
NOTE: Volvo recommends that children always be properly restrained in appropriate

child restraints in the rear seats.
The occupant weight sensor (OWS) is designed to enable (may inflate) the passenger's side front airbag anytime
the system senses that a person of adult size is sitting properly in the front passenger seat. The passenger airbag
warning lamp (PAD) will be unlit and stay unlit.
The occupant weight sensor (OWS) detects pressure on the front passenger seat cushion as a result of load put
in the seat. The occupant weight sensor (OWS) classifies the occupant as small or large based on whether the
induced pressure is below or above a predetermined threshold. The threshold is defined between the pressure
induced by children and the pressure induced by adults in accordance with the regulatory requirements of
Federal Motor Vehicle Safety Standard (FMVSS) 208. If the occupant weight sensor (OWS) determines a small
occupant classification, the passenger's side front airbag will be disabled and the passenger airbag warning lamp
(PAD) will be lit. If the occupant weight sensor (OWS) determines a large occupant classification, the
passenger's side front airbag will be enabled and the passenger airbag warning lamp (PAD) will be unlit.
SYSTEM OVERVIEW
CONTROL MODULE

The supplemental restraint system module (SRS) handles functions for:
 seat belt tensioners

 side impact sensors
 frontal collision sensors
 seat position sensors (USA/CDN only)

 adaptive seatbelt force limiter (USA/CDN only)
 front airbags
 SRS indication
 passenger airbag indication
 collision output signal
 collision registration
 adaptive steering column (USA/CDN only)
 front seat belt buckles
 local CAN network, supplemental restraint system module (SRS)
 occupant weight sensor (OWS) (USA/CDN only)
 switch on/off, front passenger airbag (not USA/CDN)
The control module is in the transmission tunnel, between the gear selector lever and the parking brake.
The supplemental restraint system module (SRS) communicates with directly connected components and with
other control modules via the controller area network (CAN). Depending on the market, the control module can
also communicate with components via a local CAN network.
trouble code (DTC) is stored if the control module detects a fault.
Any diagnostic trouble codes (DTCs) are stored in the control module memory. The information can be read
out.
The control module can process multiple collisions, frontal collisions, collisions from behind, side-on collisions
and overturning.
The control module function can be easily checked by switching on the ignition. The SRS indicator lamp in the
combined instrument panel must light up when the key is in ignition positions I-III. The lamp goes out after a
short while if no faults are detected. This means that the supplemental restraint system (SRS) is functioning
correctly.
SIGNALS
The table below summarizes the input signals to and output signals from the supplemental restraint system
module (SRS). The signal types are divided into directly connected signals and CAN communication. The

 Side impact sensor left B-post (7/115) Central electronic module (CEM) (4/56),

 Side impact sensor right B-post (7/116) collision output signal

 Phone Module (PHM) (16/60), collision
 Side impact sensor left-hand door (7/208)
output signal
 Side impact sensor right-hand door (7/209)
 Belt tensioner passenger front (8/34)
 Frontal collision sensor left front (7/179)
 Seat belt tensioner driver (8/33)
 Frontal collision sensor right front (7/178)
 Seat belt tensioner left rear (8/55)
 Seat belt buckle passenger (3/94)
 Seat belt tensioner right rear (8/56)
 Seat belt buckle driver (3/93)
 Adaptive steering column (8/99) (USA/CDN
 Switch on/off, front passenger airbag (3/157)
only)
(not USA/CDN)
 Seat position sensor passenger (3/256)
(USA/CDN only)
 Airbag driver front stage 1 (8/30)
 Seat position sensor driver (3/255)
(USA/CDN only).  Airbag driver front stage 2 (8/61)
 Side impact protection (SIPS) bag left front

(8/51)
 Side impact protection (SIPS) bag right front
(8/52)
 Door installed inflatable curtain left (8/66)
 Door installed inflatable curtain right (8/67)
 Adaptive seatbelt force limiter driver (8/128)

(USA/CDN only)
 Adaptive seatbelt force limiter passenger front
(8/129) (USA/CDN only).
 Rollover bar cassette left (8/57)
 Rollover bar cassette right (8/58)
Via local CAN communication (USA/CDN only): Via local CAN communication (USA/CDN only):
 Occupant weight sensor (OWS) (7/93).  Occupant weight sensor (OWS) (7/93).
 Driver information module (DIM) (5/1).  Driver information module (DIM) (5/1).
 Phone module (PHM) (16/60).

SUSPENSION AND STEERING (2006-2012)

DESIGN
FRONT WHEEL SUSPENSION

Fig. 144: Identifying Front Wheel Suspension Components

1. Upper bearing, upper mount and spring seat

2. Rear bushing
3. Clamp
4. Anti-roll bar
5. Spring
6. Lower seat
7. Wheel spindle
8. Sub-frame
9. Front bushing
10. Control arm
11. Ball joint
12. Spring strut.
The front suspension is of the McPherson type, which means that the wheels are independently sprung.
The suspension on either side consists of: sprint strut (12), control arm (10) and wheel spindle (7). The anti-roll
bar (4) is secured in the sub-frame (8) with two clamps (3) and in the spring strut (12). There are a number of
anti-roll bar variants.
Spring strut
The upper end of the spring strut is anchored to the wheel arch by way of the upper bearing and the upper
mounting (1). The lower end of the spring strut (12) is attached to the wheel spindle (7). The spring strut
consists of a pipe into the lower part of which the wheel spindle is pressed and bolted. The wheel spindle is
attached to the control arm via the ball joint (11). The ball joint is secured in the lower part of the wheel spindle.
The lower spring seat (6) welded to the upper part of the tube.
Shock absorber
The shock absorber is integrated in the spring strut.
The shock absorber is located in the pipe and is held in place by a screw in the upper end and a seat in the
bottom of the pipe.
The shock absorber piston rod is guided by the upper bearing (1). The upper bearing is secured in the upper
mount. The bearing consists of a bearing pressed into a plate sleeve which is vulcanized with rubber. Against
the upper bearing, the spring provides support via the upper spring seat (1). On the underside of the spring seat
there is a buffer and a protective sleeve for the shock absorber piston.
Control arm
The control arm (10) is mounted on the sub-frame (8) using the front bushing (9) and the rear bushing (2).
The Toe-in/Toe-out is adjusted using the tie rods.
Sub-frame
The sub-frame (8) is made of two welded plates and a number of smaller plates.
The rear bushing (2) is bolted to the sub-frame.
Settings
There are two different settings for shock absorber, spring and anti-roll bar: dynamic setting or comfort setting.
Axle shaft
The drive shaft joint is secured with a locking bolt.
STEERING
See: STEERING
REAR SUSPENSION
Fig. 145: Identifying Rear Suspension Components

1. Lower control arm

2. Sub-frame
3. Anti-roll bar
4. Wheel sensor
5. Upper control arm
6. Tie rod
7. Lateral link.
Upper control arm
The upper control arm (5) is cast.
Tie rod
The tie rod (6) is produced as a single steel stamp.
Lower control arm

The lower control arm (1) is steel stamped. It is installed between the lateral link (7) and the sub-frame (2).
The Toe-in/Toe-out can be adjusted using the inner mounting on the control arm. The anti-roll bar (3) is
mounted in the lower control arm. There are two different mounting variants.
Anti-roll bar
There are a number of anti-roll bar variants (3).
Sub-frame
The sub-frame (2) is made of metal.
Wheel sensor
The wheel sensors (4) are located on the rear wheel bearings. They measure the speed of the vehicle using
magnetic discs.
STEERING
OVERVIEW
Fig. 146: Identifying Steering System

1. Steering column
2. Steering shaft
3. Inner seal
4. Outer seal
5. Tie rod
6. Steering gear
7. Servo pump
8. Filling container for servo oil
9. Heat shield
10. Pump motor
11. Electrical power steering module (EPS).
Mechanical
Mechanical steering wheel movements are transferred to the wheels via the steering column (1), steering shaft
(2), steering gear (6) and tie rods (5). The wheel deflection is limited by a stop in the steering gear.
Hydraulics
The steering system is electro-hydraulic and is servo operated. The electric power steering module (EPS) (11),
pump motor (10), oil reservoir (8) and servo pump (7) constitute a single unit.
The steering gear is of the rack and pinion type and grease lubricated.
It is installed with two screws in the sub-frame.
The total oil volume in the steering system is 1.2 liters.
The oil level is checked with the aid of the filling container (8).
The outer seal (4) is secured with catches in the steering gear pinion housing. The inner seal (3) is secured with
plastic mounting elements against the cowl panel from inside the passenger compartment. The seals prevent
sound from the engine compartment being transferred into the passenger compartment. They also seal against
water, dirt and fire.
The heat shield (9) is secured to the steering gear housing using three screws. It protects the steering gear from
heat radiation from the three-way catalytic converter (TWC), exhaust pipe and turbocharger (TC).


The adaptive steering column is a complete unit. It contains the following components:
1. Fixed bracket
2. Running bracket
3. Upper steering section
4. Adjuster lever
5. Lock mechanism
6. Upper joint
7. Lower joint
8. Steering shaft.
The fixed bracket (1) is mounted in a bracket on the pipe arm and the cowl panel.
The steering column is adjustable for both height and reach.
It has an electrical steering lock with a mechanical locking function.

The steering shaft is divided into two parts and has two joints. A joint between the upper and lower steering
shaft sections and a joint as the connection to the steering gear.
STEERING GEAR
Fig. 148: Identifying Steering Gear

1. Input shaft
2. Torsion bar
3. Dust boot
4. Seal
5. Rotary valve
6. Seal
7. Journal bearing
8. Gear drive
9. Actuating piston
10. Bearing
11. Steering gear housing
12. Rack
13. Cylinder pipe
14. Tie rod
15. Protecting bellow

16. Seal
17. Internal pipe.
This description refers to the steering gear.
The steering gear is of the rack and pinion type with the mechanical and servo assisted elements combined in
one module.
The mechanical element consists of the gear drive (8), steering rack (12) and tie rods (14).
The gear drive is carried by a journal bearing (7) and a roller bearing (10) in the steering gear housing.
The steering rack is carried by a journal bearing on the right end and in the housing is guided by the gear drive
(8) and the sprung actuating piston (9).
A cylinder pipe (13) is secured to the steering gear housing (11). This pipe functions as the power steering
working cylinder for the hydraulic piston fastened to the steering rack.
The oil flow to the hydraulic cylinder is regulated in the valve housing which is integrated into the steering gear
housing.
Valve assembly
The gear drive is driven by the steering gear input shaft (1) which has exterior lugs. There is radial play between
the lugs.
A torsion bar (2) which joins the input shaft to the gear drive holds the lugs in a position where the play is equal
on each side when there is no steering input on the shaft.
The torsion bar is pressed into the gear drive. The gear drive is fastened to the input shaft with a pressed in lock
pin.
A rotary valve (5) is located in the valve assembly and fixed to the gear drive with a lock pin. The valve
operating range is radial between four narrow vertical channels in the rotary valve and four milled grooves in
the input shaft.
The valve is balanced as a complete unit and cannot be rebalanced.
ELECTRICAL SERVO PUMP

Fig. 149: Identifying Electrical Servo Pump

1. Electrical power steering module (EPS)

2. Oil reservoir and servo pump
3. Pump motor and sealed control module
4. Filling container for servo oil
5. Steering gear.
The electric power steering module (EPS) (1), pump motor (3), oil reservoir and servo pump (2) constitute a
replaceable unit.
The electrical connections for the control module are located on the top of the control module.
The servo pump contains a gear pump and a pump motor. The pump is located in the oil reservoir (2). The
pump motor (3) is located under the oil reservoir. The pump motor is a DC motor containing no brushes. The
pump motor has four rotary windings. The control module is sealed in the pump motor.
FUNCTION
STEERING, ADAPTIVE STEERING COLUMN

Fig. 150: Identifying Steering, Adaptive Steering Column

1. Fixed bracket
2. Running bracket
3. Upper steering section
4. Adjuster lever
5. Steering shaft
6. Tear plate
7. Pin (only USA/CDN)
8. Explosive charge (only USA/CDN)
9. Steering lock.
Deformation in the event of a collision
An impact of approximately 2 kN is required for the steering column to start to deform. Deformation takes
place in three stages:
1. The upper steering section (3) is pushed into the running bracket (2) equivalent to the remaining potential
adjustment in the adjustment mechanism (4)
2. The tear plate (6) is deformed. The running bracket (2) is pushed into the fixed bracket (1). The groove
for the running bracket controls the length of deformation
3. The steering shaft (5) with its telescopic design slides together.
The maximum movement (deformation) of the steering column is approximately 95 mm.
Collision process (only USA/CDN)
Driver not wearing seat belt:
The pin (7) engages. This results in the tear plate using its entire structure to absorb energy. The deformation
takes place stiffly and slowly.
Driver wearing seat belt:
The explosive charge (8) is activated and pushes down the pin (7) out of the tear plate (6). The tear plate is
weakened and the kinetic energy of the collision is transferred on in the system. This produces a relatively soft
deformation process.
The collision protection system only works if the driver is wearing a seat belt and the airbag deploys.
Collision process (not USA/CDN)
The steering column does not have an explosive charge. The pin (7) is therefore always engaged. This means
that the tear plate (6) uses its entire structure to absorb energy, irrespective of whether or not the driver is
wearing a seat belt. The deformation takes place stiffly and slowly.
Electrical steering lock with mechanical locking function
The steering lock (9) is secured in the steering column with two security bolts.
The mechanical locking function for the locking mechanism consists of:
 a lug on the steering wheel lock

 a pipe and catch on the steering column
 a pin for locking the lug.
The lug is pushed into the tube with the catch, locking the steering wheel. In the event of damage to the steering
lock cover, the pin blocks the lug in the locked position.
STEERING, STEERING GEAR

Fig. 151: Identifying Steering, Steering Gear

1. Neutral
2. Steering left
3. Steering right
4. Servo oil, free flow
5. Servo oil, high pressure
6. Servo oil, low pressure
7. Air.
The steering gear power steering function is schematically displayed in Fig. 151 and under STEERING,
VALVE SECTION.
The force of oil pressure built up in the power steering pump affects the piston on the steering rack. The oil flow
to the right or left-hand side of the piston is regulated in the valve housing. External pipes lead to both sides
from the valve housing. The power steering pump pressure hose is connected to the valve housing.
The valve spool has three radial grooves, a small one that is fed by the power steering pump and an upper and a
lower groove that are connected with the working cylinders via the outer pipe.
STEERING, VALVE SECTION

Fig. 152: Identifying Steering, Valve Section

Neutral
1. To the right-hand side of the piston
2. To the left-hand side of the piston
3. Outward
4. Fluid return
5. Servo oil, free flow
The valve is open when the vehicle's engine is running and there is no steering input. In the open position, none
of the ducts to the operating cylinders are blocked. The servo oil circulates freely through the valve.
Fig. 153: Identifying Steering left

Steering left
When the steering wheel is turned to the left and the wheel resistance is so great that the torsion bar inertia is
overcome, the steering gear input shaft moves to the left in relation to the worm screw, within the play between
the lugs.
With this movement the input shaft stops the free flow through the valve and sends the fluid through the upper
feed pipe to the right-hand side of the piston.
As long as the torsion bar is affected by steering input, the oil pressure continues to push the steering rack to the
left and servo assistance is obtained. If the steering input reduces, the torsion bar springs back. The valve
section then reverts to the center position so that the oil can circulate freely through the valve housing.
Fig. 154: Identifying Steering Right

Steering right
The function when turning right is, in principle, the same as to the left. The only difference is that the steering
gear input shaft stops the flow of high pressure oil through the return and down through the groove on the inside
of the valve and out through the low pressure pipe to the left-hand side of the piston.
STEERING, ELECTRICAL POWER STEERING MODULE (EPS)
The power steering system employs the electro-hydraulic principle and is controlled by the electric power
steering module (EPS).
Its task is to regulate the power steering affect for the vehicle optimally, using relevant input signals, and always
to provide optimum servo assistance, regardless of whether the vehicle is stationary with the engine running or
being driven at high speed.
The pump is a gear type pump.
The pump motor is controlled by the electric power steering module (EPS). The pump motor has Hall sensors,
which inform the electric power steering module (EPS) about the present pump motor speed. At the same time,
information is provided about the relevant hydraulic pressure, which is indirectly dependent on the speed.
OVERVIEW
Fig. 155: Identifying Front Wheel Suspension, Rear Suspension & Steering
Front wheel suspension
The front suspension is of the McPherson type.
Rear suspension
The rear suspension comprises a "Multi link rear axle".
Steering
The electrical power steering pump consists of:
 servo pump
 pump motor
 electrical power steering module (EPS).
Servo assistance is determined by the steering gear torsion valve together with the electrical power steering
module (EPS).
The torsion valve determines:
 if servo assistance is required

 in which direction servo assistance should go
 how much of the available pump assistance should be used.
The electrical power steering module (EPS) determines the RPM of the pump using:

 the steering wheel angle sensor.
The electric motor provides the pump with the power required to supply the correct hydraulic flow and pressure
to the steering gear.
The adaptive steering column allows a relatively gentle deformation process in the event of a collision (only
applies to drivers wearing seat belts, USA/CDN).
Steering shaft
The steering shaft is divided into two parts. The upper part of the steering column is further divided to prevent
intrusion into the passenger compartment in event of a collision.
THE CONTROLLER AREA NETWORK (CAN) (2006-2012)

CAN NETWORK
CAN (control area network) is a standardized system for multiplex-communication. Multiplex communication
means that several control modules can use the same cables for communication without traffic from one control
module interfering with traffic from another.
Volvo has developed a new standard for multiplex communication - VOLCANO. VOLCANO is a development
of CAN and uses real time operation and prioritization. The description of prioritization is based on VOLCANO
but is designated CAN.
The control area network (CAN) standard specifies:
 That two cables are to be used (CAN H and CAN L)

 What voltage levels must be used
 What a message should look like
 How transmission errors should be handled.
CABLES, CAN H AND CAN L

Fig. 156: CAN H And CAN L Distributing Signals Within Multiplex Communication Network
The CAN H and CAN L cables must not be confused with HS CAN and LS CAN which are speeds on the
control area network. CAN H and CAN L are a way of distributing signals within the multiplex communication
network.
Communication occurs through two cables. These two cables are paired together.
The voltage levels for communication occur using differential voltage levels.
The reason for communicating using paired cables and differential voltage levels is that the network becomes
less sensitive to interference.
The same message is transferred simultaneously by both cables, but different voltage levels are used.
 Binary 1 = 2.5 V on both CAN H and CAN L.

 Binary 0 = 4 V on CAN H and 1 V on CAN L.
When measuring between CAN L and ground, the average voltage level during normal use is about 1.8-2.2 V.
When measuring between CAN H and ground, the average voltage level during normal use is about 2.8-3.2 V.
The difference in voltages is due to vehicle configuration and equipment level. Thus, voltages may differ
between vehicles of the same model.
When measuring between the two CAN-cables, at normal traffic on the network, the average voltage level is
approx. 0.55-0.90 V (up to max. 0.6-1.4 V)
Volvo's CAN-net meets ISO 11898-2. Other standard is 11898-3 where the voltage on CAN H changes from
approx. 5 V to approx. 1 V, and CAN L from approx. 0 V to approx. 4 V when changing from logic "0" to logic
"1". Other standard is SAE J2411 where only one cable is used for CAN-communication.
CONTROL AREA NETWORK (CAN) MESSAGE
Fig. 157: Controller Area Network Message

The message consists of the following components:
 Identifier ("flag"), indicating the message identity and prioritization

 Data information (value, information, etc.).
 Check sum, used to check that the message has arrived correctly
 Stop signal, indicating that the message has finished.
A complete CAN-message is called a frame.
PRIORITIZATION
Conflicts can arise in a network when several control modules try to transmit messages at the same time. For
example, if the driver brakes at the same time as the front seat passenger changes the climate control settings
To ensure safe operation the messages must be prioritized. In addition, the delays that arise when messages are
queued must be reasonable. This is so the customer does not feel the system is slow.
To resolve conflicts and delays messages are prioritized ensuring functionality.
The prioritization of messages is determined by the number of zeroes at the beginning of a message. The more
zeroes the higher the priority.
Prioritization occurs as follows:
 When the network is available all the control modules with "something to say" send bit one in their
message
 All the control modules detect what has been transmitted on the network
 If a control module has transmitted 0 those that have sent 1 stop and wait until the next time the network
is available
 Those that transmitted 0 transmit bit two of the message
 If a control module has transmitted 0 as bit two those that have sent 1 stop and wait until the next time the
network is available and so on.
The message with the highest priority (most zeroes at the beginning) "wins" and is sent first.
The end of a message is seven zeroes. The control modules then know that the network is available and a new
message can be sent in priority order.
TWO TYPES OF MESSAGE
There are two types of message in the system:
 Periodical frames. These messages are sent regularly and give the present status of a parameter. They are
used for information which is frequently updated, speed signals for example
 Event frames, which are only sent when predetermined conditions have been met. This type of message is
used for things that seldom occur, raising / lowering a window for example.
The message can contain an update bit which states how "fresh" the information is.
The system assumes that the receiver has received the message so an acknowledgment is not sent. A reply is
only sent to a direct question from another control module.
But the receiver "knows" how often it should receive a message about the status that applies. If the message is
missing the receiver can connect an emergency program and / or set a diagnostic trouble code.
QUALITY FACTOR
In a distributed system where information (signals) is sent between different control modules in a network, it is
usually the control module that generates/creates information (the signal) that knows the quality of the
information that is sent. To be able to inform receiving control modules about the quality of information, a
quality factor (Q-factor) is sent over the network at the same time as the information (signal). The quality factor
describes status of the information. For example, if the signal is defective due to a faulty sensor, a receiving
control module can use the quality factor to decide if the control module shall take any action.
The quality factor can be of the following status:
 OK
The value indicates that the signal is normal and shows a credible status and accuracy.
 Outside specified range
Even though the value indicates that the signal is normal and may be usable, some fault has been detected
that indicates that accuracy has been reduced so that performance may be affected or instability can occur.
 No data found
The value indicates that the signal has its initial start-up value and has not yet had time to receive
measured or calculated value. This may occur when the control module's start-up process is not
completely finished. As soon as the control module has started, the signal shall have a correct value.
Receiving control module has a built-in delay to wait for correct signal.
 No data exists
The value indicates that the signal is faulty. This prevents the signal from being used by receiving control
modules.
SUMMARY OF QUALITY FACTOR THAT MAY APPLY.

Sending control module Receiving control module and its function
Status "Common" control module Control module with high demand
for accuracy
OK Normal function Normal function
Outside specified range * Normal function Controlled limitation of
performance may occur *
No data found Normal function Normal function
No data exists * Limited or lost performance/lost Limited or lost performance/lost
function * function *
* Diagnostic trouble code may be stored.
COMPATIBILITY
The units must "speak" the same language and must be compatible with each other. A standardized
communication protocol is used for this.
Signal configuration contains the language between the units. If any module has a signal configuration which
does not correspond to other units the module cannot communicate. This means that all the units must have
compatible signal configuration.
To check this the central electronic module transmits an identification number for its signal configuration over
the controller area network. The other control modules receive this number and compare it with their own. If
this identity does not correspond the control modules store a diagnostic trouble code. The signal configuration is
occasionally modified so that the new messages are added and old messages removed.
CONFIGURATION
Instructions for the following are downloaded when a system is configured:
 Which control modules are included in the system

 Which control module should do what
 Which functions should be included
 Which components are connected to the control modules
 Which messages a control module is to transmit and which it is to receive
 Where the different data should be stored.
The configuration must be changed after installing accessories and it must be downloaded again after replacing
any control module. The information is stored and retrieved from Volvo's central database when downloading
software.
NOTE: Even if two cars appear identical they may behave differently due to differing
configurations, a parameter may have been modified by the customer or
workshop.
The network is made up of a number of control modules which are connected to each other serially via two
communication cables. Each control module is supplied with power and grounded individually and receives
messages / commands via the two communication cables. In both networks the control modules are connected
to a number of different spurs. In the event of an open-circuit those control modules beyond the open-circuit
will not be able to communicate with other parts of the network. However, a failure in one of the spurs can lead
to communication failure with one control module while communication in the rest of the same network is
working.
HIGH AND LOW SPEED SIDES ON THE NETWORK

Fig. 158: Identifying High And Low Speed Sides On CAN Network
The network consists of two parts: a high speed side which transmits signals/messages between the central
electronic module and control modules mainly in the engine compartment, and a low speed side which transmits
signals/messages between the central electronic module and control modules in the passenger compartment and
the luggage compartment.
The interface between the high and low speed sides is supplied by the central electronic module which converts
the transmission speed up or down for communication between the two network sides.
DATA LINK CONNECTOR

Fig. 159: Identifying CAN Data Link Connector & Terminals

The data link connector is located in the passenger compartment near the driver's station. Cables for high-speed
side and low-speed side are connected to the data link connector.
Fig. 160: Identifying Standardized Pins On OBD II-Connector

 Pin 3 LS CAN
 Pin 4 Chassis ground
 Pin 5 Signal ground
 Pin 6 HS CAN
 Pin 11 LS CAN
 Pin 14 HS CAN
 Pin 16 Voltage feed
NOTE: The data link connector's other connections may be used by other functions.
This service information only describes connections related to CAN.
TRANSMISSION SPEEDS
The Volvo control area network has two transmission speeds.
 The HS CAN has a transfer speed of 500 kbit/s

 The LS CAN has a transfer speed of 125 kbit/s.
1 kbit/s = 1024 bits per second.
For serial communication between a control module and a slave control module the transmission speed is 9.6
kbit/s.
TERMINATING RESISTOR
High-speed net HS CAN, example

Fig. 161: Identifying Terminating Resistor High-Speed Net HS CAN

Low-speed net LS CAN, example

Fig. 162: Identifying Terminating Resistor Low-Speed LS CAN

To prevent electrical reflections and interference in the CAN network, there are terminating resistors which
bridge CAN H and CAN L, one at each end on both the high and low speed sides of the network. Each
terminating resistor has a resistance of 120 ohms.
 For the HS CAN the terminating resistor is in the steering wheel module and the engine control module
 For the LS CAN the terminating resistors are in the driver information module and the supplemental
restraint system module.
Resistance measurement of parallel circuit with terminating resistor
Both the terminating resistors create a parallel circuit. The following resistances can be measured under
specified conditions:
 When the control area network is intact the resistance on each side of the network is approximately 60
ohms.
 In case of open circuits on the cables, so that a terminating resistor is not included in the circuit, the
resistance in the net is approx. 120 ohm.
 An open circuit on the cables to control modules located "outside" the measured circuit cannot be
detected with this measurement.
 In case of short-circuiting between the communication cables, the resistance is approx. 0 ohm between the
cables, regardless of where the short-circuiting is located.
RESISTANCE MEASUREMENT IN HIGH-SPEED NET HS CAN, EXAMPLE

Fig. 163: Identifying ECM Wiring System

RESISTANCE MEASUREMENT IN LOW-SPEED NET LS CAN, EXAMPLE

Fig. 164: Identifying Resistance Measurement In Low-Speed Net LS CAN

CONTROL MODULES IN THE CONTROL AREA NETWORK
Fig. 165: Identifying Control Modules In The Control Area Network

The number of control modules in the CAN varies depending on the level of equipment, the vehicle model and
the structure week.
NOTE: To troubleshoot respective CAN-net, see troubleshooting for CAN-related

diagnostic trouble codes for Central electronic module. For example, choose
any of CEM-DF01 - DF17 depending on CAN-net.
Explanation
= CAN Low speed section. Contains the control modules located in the passenger
compartment and cargo compartment.
= CAN High speed section. Contains the control modules located in the engine
compartment.
Slave control = A control module with low computing power which is connected to a "master
module control module" and which only operates on commands from the master control
module.
Option = Accessories installed at the factory to order, when purchasing a new car.
Accessories = Aftermarket installation.
Control Name/ Function Network Miscellaneous

module
Additive dosing module Diesel engines only
Controls the dosage of the fuel additive to the
main fuel tank.
Accessory electronic module Accessories
Controls certain accessory functions for the
vehicle. The interface for a non-Volvo
aftermarket alarm for example.
Brake control module Has body sensor
Regulates brake system functions cluster stability sensor
as slave module.
Climate control module
Controls the climate control system functions
and communicates with the other modules via
the network low speed sector.
Is the network main control module and the
interface between the high and low speed sides.
The control module has an overall function in
the electrical system.
Combustion preheater module Option /accessory.
Controls the parking heater function. Market dependent
Convertible roof module only
Controls the function of the retractable roof.
Driver's door module
Controls the driver's door functions and certain
functions in the other doors.
Differential electronic module Vehicles with only.
Controls four wheel drive engagement and
communicates with the other modules via the
high speed side of the network.
Driver information module
Controls combined instrument panel functions.
The control module contains one of the two
terminal resistors for.
Engine control module Different versions
Controls engine functions. The control module depending on the
contains one of the two terminal resistors for. engine alternative.
Electronic power steering module
Controls power steering function.
Infotainment control module
Controls audio and navigation functions. The
control module is also the main control module
in the MOST network.
Keyless vehicle module Option

Controls functions for the keyless entry system.
Parking assistance module Option /accessory
Controls functions for the parking assistance
system.
Controls functions in the passenger side door.
Phone module Option /accessory.
Controls phone functions. Part of the Available in various
infotainment system. configurations.
Power seat module Standard/ option
Controls the positions and functions of the
driver's seat. NOTE:
The power seat
module does not
control seat heating
or the SIPS airbag
function.
Power seat left module Option in.
Controls the function for electrically operated
left front seat. NOTE:
The power seat left
module does not
or the SIPS airbag
function.
Power seat right module Option in.
Controls the function for electrically operated
right front seat. NOTE:
The power seat right
module does not
or the SIPS airbag
function.
Supplemental restraint system module Has occupant weight
Controls the vehicles supplemental restraint sensor as slave module
system. The control module contains one of the to check whether
two terminal resistors for. anyone is sitting in the
passenger seat.
Steering wheel module
Receives signals from the switch in the steering
wheel and from the controls around the steering
wheel. The control module contains one of two
terminal resistors for.
Transmission control module Vehicles with
Controls the automatic transmission function. automatic transmission
only.
Trailer module Option
Controls trailer functions. Applies only to cars
with a tow hitch.
ERROR MANAGEMENT IN THE CONTROLLER AREA NETWORK (CAN)
The control area network (CAN) is monitored and controlled by the central electronic module (CEM). When the
central electronic module (CEM) detects a fault in the controller area network (CAN) a diagnostic trouble code
(DTC) is stored in the central electronic module (CEM). There are different types of diagnostic trouble codes
(DTCs) depending on the type of fault.
 Electrical faults
 No communication from a control module
 Faulty communication.
NOTE: To troubleshoot respective CAN-net, see troubleshooting for CAN-related

diagnostic trouble codes for Central electronic module (CEM). For example,
choose any of CEM-DF01 - DF17 depending on CAN-net.
ELECTRICAL FAULTS
In the event of errors in the signal levels on the communication cables for the central electronic module (CEM)
a diagnostic trouble code (DTC) is stored in the central electronic module (CEM). A check is carried out on
each communication cable to the central electronic module (CEM), CAN L, CAN H on the low speed side and
CAN L and CAN H on the high speed side. The faults that can be detected by the central electronic module
(CEM) are:
 Short-circuit of controller area network (CAN) wiring to supply voltage

 Short-circuit of controller area network (CAN) wiring to ground
 Short-circuit between the control area network (CAN) cables
 Open-circuit in the CAN H.
This allows a total of 12 electrical diagnostic trouble codes (DTCs) in the controller area network (CAN).
The diagnostic trouble codes for electrical faults are CEM-DF0X for the low speed network and CEM-DF1X
for high speed network.
The central electronic module (CEM) knows which control modules are in the control area network and checks
that all the control modules communicate. If any control module on the control area network (CAN) does not
communicate a diagnostic trouble code is stored in the central electronic module (CEM). There is a diagnostic
trouble code (DTC) for each control module. The diagnostic trouble codes (DTCs) are CEM-DEXX.
Each control module except for the central electronic module (CEM) has two diagnostic trouble code (DTC)
types related to faulty communication. The central electronic module (CEM) only has one type of diagnostic
trouble code (DTC).
These are:
 Faulty messages
 Faulty configuration.
There is no diagnostic trouble code (DTC) for faulty configuration in the central electronic module (CEM)
because the CEM is always the Master in the network.
Faulty messages
The diagnostic trouble codes (DTCs) for faulty communication are XXX-E000 for the high speed network and
XXX-E001 for the low speed network.
The control modules continuously monitor the traffic on the controller area network (CAN). If a control module
receives a message that it cannot interpret, it transmits an error message on the controller area network (CAN).
This is called an Error-Frame. The control modules also have a function to detect faulty messages that they
transmit themselves. This stops interference with other communication on the controller area network (CAN). If
there is significant interference on the network the control modules that are not communicating properly can
shut themselves down (this state is called Bus-Off). When a control module shuts itself down it neither receives
or transmits information.
So that the vehicle does not suddenly stop and so that functions do not disappear entirely when controller area
network (CAN) communication fails, certain control modules have a Limp-Home function. This means that
control modules necessary for driving or safety (for example the engine control module (ECM) and
transmission control module (TCM)) continue in a state of limited functionality with predefined or estimated
values. As an example, if communication is lost with the transmission control module (TCM) the transmission
will use a predefined gear. The intention here is that the customer can at least drive to a workshop. The control
module remains in this mode until the power supply to the control module is switched off. When the power
supply is connected the control module will make a new attempt to communicate.
Configuration fault
The diagnostic trouble code for configuration fault is XXX-E003.
The central electronic module (CEM) transmits its configuration ID in the frames it transmits to other control
modules. For the control modules on the controller area network (CAN) to communicate with each other they
must have the same configuration ID. This is because a control module only listens for messages containing its
own configuration ID. If the signal configuration of a control module does not correspond to the signal
configuration of the central electronic module (CEM), a diagnostic trouble code (DTC) is stored in the control
module with the faulty signal configuration.
NOTE: This means that a control module will store diagnostic trouble code (DTC) XXX-
E003 if it does not "hear" the central electronic module (CEM) at all. This also
applies if there is a fault in the control module software. If there is an open-
circuit in controller area network (CAN) this means that a control module cannot
"hear" the central electronic module (CEM).
THE NETWORK
Increasing demands for further functionality in the vehicle, both by statutory requirement and customers, have
led to an increased complexity in the vehicle.
This, in turn, has encouraged developments towards more flexible electrical systems. The CAN-net (Controller
Area Network) is a result of this research. The network permits the transmission and receipt of a large number
of different commands and messages on the same wiring. Every command or message used to require a separate
cable. Using networks has allowed functionality to be expanded without increasing the number of cables.
network speed and the length of the message or command. The Volvo network which is based on a control area
network (CAN), can transmit over 500 different signals and approximately 100 messages. These messages are
also called frames. Each message can contain several signals.
ADVANTAGES OF A NETWORK
Easier to add further functions and install accessories
Because the control modules in the network are already connected to each other and are easy to add more
information to, all that is required is:
 To connect the sensors to the nearest control module

 To connect the controlled component to the nearest control module
 To download software to the control module to modify the configuration.
The length of the wiring and the number of components which are introduced with the car is less than
previously.
An example of this is the addition of cruise control for the car.
Before the introduction of the network the installation of control modules, switches, vacuum pumps, vacuum
servos, hoses and cable harnesses was necessary.
With the network all that is required is the installation of a switch and the downloading of software which alters
the configuration of the car.
Easier to introduce logical functions

Logical functions can be explained as "If this occurs then the following corrective action must be carried out".
For example, the system is programmed so that if a tail light is broken, a message is transmitted via the control
area network (CAN) to the driver information module (DIM) to warn the driver.
All that is required to introduce a logical function is to change the programming of the affected control module -
the central electronic module (CEM) and driver information module (DIM) in the example above. Introduction
of logic functions does not increase the number of components or cables.
Easy to adapt the system to customer and market requirements
The functions can be modified depending on the requirements of the customer and market. An example of this
could be fog tail lamps. Certain markets use two fog tail lamps, others only use one on the driver's side.
Previously it was required that different replacement parts were stored for different markets. Now the same
replacement part can be used for all markets, by changing the programming depending on the market.
Similar basic systems can be used for a whole model program
Similar networks (hardware) can be used for a large number of different cars.
The only thing which differentiates the cars is:
 Which components (control modules, sensors controlled components etc.) are connected to the system
 Which components do what
 Which components/functions are standard /optional/accessories
 Configuration/programming of the system.
TIRE PRESSURE MONITORING SYSTEM (TPMS) (2008-2012)

DESIGN


The purpose of the tire pressure monitoring system, TPMS, is to enable the driver to have optimum tire pressure
by giving a warning when the pressure in any of the tires becomes too low. Correct tire pressure is important
for:
 achieving good fuel economy

 achieving optimum comfort and good driving characteristics
 preventing flat tires due to too low tire pressure.
The function is integrated in the central electronic module (CEM). Sensors are installed together with the air
valve on each wheel to measure the air pressure in the tires.
NOTE: The system must be regarded as a driver aid to maintain the correct tire
pressure. The system must NOT be regarded as a warning system that indicates
that there is a serious problem with the vehicle. No tire is completely sealed -
there is always slight leakage as the tire can never be completely sealed to the
rim. When inflating the tire with air, you must, as much as possible, ensure that
the tires are at same temperature as the outside temperature. Furthermore,
"Comfort pressure" should not be applied as this gives a tire pressure that is
too close to the parameter for the monitoring system, which means that even
small changes in temperature or load can cause the pressure in the tires to be
too low for the system to consider acceptable. When inflating with air, the tires
must be filled to the pressure stated on the decal located on the car body. The
pressure is calculated with regard to fuel economy, comfort and safety.

Therefore, these pressures MUST be followed. If the decal is missing or
damaged, a new one must be ordered and applied. This is especially important
on vehicles with TPMS.
Fig. 167: Identifying Tire Pressure Sensor

The tire pressure sensors are installed together with the air valve on the rim. The sensor consists of a pressure
sensor, a communication circuit, an acceleration sensor and a battery.
NOTE: Special procedures are required for removing the tire from the rim depending
on vehicle model and tire type. This is to prevent damaging the sensor.
The central electronic module (CEM) can store diagnostic trouble codes (DTCs) if there is a fault in the receiver
or a fault in any of the sensors. In order to carry out a correct evaluation of the function, the vehicle must have
traveled faster than 40 km/h (25 mph) for longer than 570 seconds (approximately 9.5 minutes). This time is
accumulated time, i. e. the time is interrupted if the vehicle drops below 40 km/h (25 mph), if stopping at traffic
lights for example. Counting continues as soon as the vehicle exceeds 40 km/h (25 mph) again.
The central electronic module (CEM) can store two diagnostic trouble codes (DTCs) per sensor. A diagnostic
trouble code (DTC) for lost communication when traveling, a diagnostic trouble code (DTC) for low battery
voltage and a diagnostic trouble code (DTC) when a learned sensor is not obtained during the current operating
cycle. Diagnostic trouble codes (DTCs) are also stored if the configuration of the system is not carried out, fails
or is interrupted.
When a diagnostic trouble code (DTC) is stored, the ID number of the sensor that applies to the diagnostic
trouble code (DTC) is also stored. When a diagnostic trouble code (DTC) is stored, a message is shown in the
CONFIGURATION OF THE TPMS SYSTEM
The TPMS system is self-learning. This means that when the vehicle is driven and the sensors transmit
messages, the Central electronic module (CEM) receives and registers the ID numbers that the sensors
transmitted.
After a process of elimination during a certain period, the Central electronic module (CEM) then decides that
the sensors with the four most frequently received ID numbers belong to the vehicle.
There are two diagnostic procedures that can be activated from the diagnostic tool to make the system fully
functioning from the factory or if any remedial actions has been carried out at the workshop.
 EOL test (End Of Line, factory test). The procedure is run after the ID number has been programmed in
the vehicle. The purpose of this is to check that the entire chain with receiver, Central electronic module
(CEM) and Driver information module (DIM) function and that the vehicle can receive transmissions
from the sensors when the last tests are run in the factory.
 WS test (Workshop test). The procedure is used to program new IDs to the Central electronic module
(CEM) and to check that the system functions correctly. For example, when a sensor has needed to be
replaced or if the Central electronic module (CEM) has been replaced.
The differences between the two procedures are that the factory tests only finish OK after the four sensor IDs
that are already programmed have been received properly. The workshop test finishes OK as soon as the four
sensor IDs have been received.
NOTE: During the workshop test, it is important to check that no other tests are
running around the vehicle. There is a risk that a sensor ID from another vehicle
is received by the vehicle being programmed.
QUICK CHECK OF TPMS

Fig. 168: Checking TPMS

The system can be checked using the diagnostic tool by activating a read out at the same time as activating the
sensors using a special tool. The special tool is positioned against the tire, where the sensor is located, at the
same time as a button is pressed on the special tool. The special tool transmits a signal that activates the sensor
so that it starts transmitting signals to the central electronic module (CEM). The activated sensor's ID number
and tire pressure is then shown in the display in the diagnostic tool.
NOTE: The special tool for TPMS on S80 (-06)/S60/V70/XC70/XC90 does not work with
the sensors on S40 (04-)/V50/C30/C70 (06-).
FUNCTION


The system contains the central electronic module (CEM) (4/56), Remote Receiver Module (RRX) (4/119) (or
remote keyless entry (RKE) if the function for keyless function is installed) and sensors mounted in the wheels.
The sensors in the wheels are activated when the vehicle exceeds 40 km/h (25 mph). The sensors then start
transmitting data messages approximately once every minute, which are received by the receiver. The signals
are then transmitted onwards to the central electronic module (CEM). These messages contain information
about the identity number of the sensor and the air pressure of each tire.
The transmitting frequency of the sensors is the same for all sensors. The control module can receive signals
from other vehicles with the same system installed. Therefore, the ID number in each sensor is unique. The
sensors that are mounted on the actual vehicle are determined via a statistical elimination procedure in the
When the ignition is switched on the Remote Receiver Module (RRX) (Remote Keyless Entry (RKE) if the
keyless function is installed) starts to listen for messages from the sensors. The signals transmit the receiver to
the Central electronic module (CEM).
The control module registers the ID numbers that are in the received messages, which the sensors transmit, both
from the actual and from other vehicles. All ID numbers that are received are placed in a list in the central
electronic module's (CEM) internal memory. For each ID number that is received, the number of times that ID
number is received is stored as well.
Because the number of received ID numbers increases, an evaluation of which ID numbers were received the
most times is carried out. The ID numbers received the most times receive the highest "rank" and are then
considered to belong to the actual vehicle. In this way, there is differentiation between any ID numbers that
have been received from other vehicles with the same type of system, which have, for example, been driven in
another lane next to the actual vehicle.
This evaluation takes a maximum of approximately 10 minutes if the Central electronic module (CEM) has no
data.
If the evaluation has been carried out, the sensors that are assumed to belong to the actual vehicle are stored in
the control module. The information remains between each driving cycle. In this case, it is sufficient for the
control module to receive a message from each sensor with corresponding ID number to complete evaluation.
There are programmed tables in the central electronic module (CEM) containing the recommended air pressure
for that vehicle model. The information about the air pressure in the tires found in the messages transmitted
from the sensors, is compared with the programmed values in the central electronic module (CEM). If the
pressure, which was reported from a sensor, deviates too much from the recommended value a warning message
is displayed in the driver information module (DIM) (5/1).
There are two warning levels that generate different warning messages, one warning for low pressure and a
warning for very low pressure.
A message is also displayed if a sensor stops transmitting or receives insufficient battery voltage.
A warning lamp also lights in the Driver information module (DIM) at the same time as the warning message
appears.
The easiest way to reset a warning is to stop the vehicle, fill the tire with low pressure with air. The warning in
the Driver information module (DIM) disappears the next time the ignition is switched on.
If air is filled in a tire that has warned of low pressure and the ignition is on during the entire process, the
warning will go out as soon as the pressure in the tire exceeds the normal level.
If a sensor must be replaced for a tire that has warned of low pressure, the system must "learn" the new sensor
ID. This can be carried out in different ways:
1. Drive the vehicle faster than 40 km/h (25 mph) for longer than 10 minutes. The warning for low pressure
remains in the Driver information module (DIM) until the Central electronic module (CEM) has
identified the new sensor.
2. Programming "by hand". This is carried out using the function in VIDA (Volvo scan tool).
NOTE: The vehicle must be parked for longer than 15 minutes to learn the new ID.
TIRE PRESSURE MESSAGES
Message in the Driver Percentage under rec. tire Speed for resetting Driving time for resetting
information module pressure
(DIM)
Low tire pressure. 22% 50 km/h 5 minutes

Check the tires.
Extremely low tire 40% 50 km/h 5 minutes
pressure.
Tires require air
immediately.
SYSTEM OVERVIEW
CONTROL MODULE

The tire pressure warning function is checked by the central electronic module (CEM). The system must give a
warning to driver in the driver information module (DIM) display if the air pressure in one of the tires is lower
than the predetermined parameter.
SIGNALS
The table below summarizes the input signals to and output signals from the central electronic module (CEM).
The signal types are divided into serial communication and controller area network (CAN) communication. No
directly connected signals are included in the function.
CENTRAL ELECTRONIC MODULE (CEM) (4/56)


Remote Receiver Module (RRX)  Remote Receiver Module (RRX)
 Remote keyless entry (RKE) (only vehicles  Remote keyless entry (RKE) (only vehicles
with the keyless function) with the keyless function)
 Keyless vehicle module (KVM) (if installed.  Driver information module (DIM)
Signals from the Remote Keyless Entry  Keyless vehicle module (KVM) (if installed.
(RKE)) Commands to the Remote Keyless Entry
(RKE))
TRAFFIC MESSAGE CHANNEL MODULE (TMC) (2006-2007)

DESIGN
CONTROL MODULE
Fig. 171: Identifying Control Module

The traffic message channel module (TMC) stores a list of the stations (or frequencies) found during the most
recent search. When started, the control module tunes to the last set station. If there is no information about the
station, the control module will search automatically starting at 99.4 MHz. If a new TMC station is found that is
not already in the list, this station is stored automatically.
If the signal from the present frequency does not contain any RDS data, the control module will automatically
begin a new search. The search continues until a station is found which transmits traffic messages. If the control
module does not find any TMC stations, the control module returns to the last set frequency.
Automatic searching only takes place if none of the stations in the stored list have better reception than the
station currently tuned in. During automatic searching, the list of saved stations is erased and a new list is
created. Automatic searching may take up to 10 minutes.
The traffic message channel module (TMC) is controlled via the menu system in the multimedia module
(MMM).
When the ignition is switched off the power consumption of the traffic message channel module (TMC) and
antenna must not exceed 0.1 mA.
The system can endure temperatures between -40 °C and 85 °C.
ANTENNA
Fig. 172: Identifying Antenna For C70

On the S40 a combined AM/FM (main and sub) and TMC-antenna is used. The antenna is integrated in the rear
windshield.
There is a combined AM/FM main antenna integrated in the right door window. There is also an antenna for
FMsub, which s a combined FMsub/TMC antenna integrated in the rear window.
On the C70 there are two antennas. A combined AM/FM rod antenna, which is integrated on the rear right-hand
side. An FMsub antenna, which is a combined FMsub/TMC antenna and is behind the bumper.
The frequency range of the antenna is 87.5 - 108.0 MHz.
The signals from the antenna are amplified or adjusted by an antenna amplifier.
The antenna amplifier transmits TMC/FM sub-signals on to the Traffic message channel module (TMC). The
FM sub-signals are then transmitted to the AM/FM tuner module (AFM) (applies to vehicles with structure
week up to and including 200445) or Integrated Audio Module (IAM) (applies to vehicles with structure week
from and including 200446).
been erased.
signals.
 TMC Frequency. Indicates the frequency the TMC receiver is set to

 Signal strength TMC. Indicates the strength of the TMC signal.
memory.

 software P/N
New software can be downloaded into the traffic message channel module (TMC). When ordering software, the
In C70, the traffic message channel module (TMC) is located behind the right wheel housing.
After replacing a control module, the unique ID number of the control module must be programmed in the
FUNCTION
TRAFFIC MESSAGE RECEPTION

Fig. 173: Identifying Traffic Message Reception For C70

The traffic message signal which is transmitted via radio is received by the antenna. The signal is sent onwards
via the antenna amplifier (16/16) to the traffic message channel module (TMC) (16/49). The traffic message
channel module (TMC) sends the signal onwards via the MOST network to the receiver in the multimedia
module (MMM) (16/108).
The multimedia module (MMM) presents this information on the directly connected display (16/46).
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 174: Identifying Control Module

The traffic message channel module (TMC) is an option only available in the European market for vehicles with
a navigation system. The traffic message channel module (TMC) receives radio transmitted traffic messages.
TMC (Traffic Message Channel) is a standardized code system for traffic messages giving information about
road repairs, traffic queues etc.
In C70, the traffic message channel module (TMC) is located behind the right wheel housing.
The control module uses optical serial communication to communicate with other components on the MOST
network. This means that all communication with the control module is via the infotainment control module
(ICM).
SIGNALS
The table below summarizes the input signals to and output signals from the traffic message channel module
(TMC). The signal types are divided into directly connected signals and MOST communication. The illustration

 Antenna amplifier (16/16)  The AM/FM tuner module (AFM) (16/94)

(applies to vehicles with structure week up to
and including 200445)
 The Integrated Audio Module (IAM) (16/1)
(applies to vehicles with structure week from
and including 200446)
 Multimedia module (MMM) (16/108).  Multimedia module (MMM) (16/108).
Fig. 175: Identifying Signals

TRAILER MODULE (TRM) (2006-2012)

DESIGN
CONTROL MODULE
Fig. 176: Identifying Trailer Module (TRM)

The trailer module (TRM) manages the electrical connection between the vehicle and the trailer.
The primary task of the control module is to manage output signals to the tow hitch cable harness for:
 Turn signal lamps

 Brake light
 Parking lamps
 Back-up lamp
 Fog lamps
 +12 V.
The trailer module (TRM) communicates on the controller area network (CAN) with:

 differential electronic module (DEM) (option)
 parking assistance module (PAM) (option).
Fig. 177: View Of Diagnostic Functions

functions as well as input and output signals. The control module stores any diagnostic trouble codes (DTCs).
The diagnostic trouble codes (DTCs) can then be read using VIDA (Volvo scan tool). Information is presented
in VIDA in the same way as with other diagnostic systems.
FAULT INDICATION
If a fault arises in the tow hitch system the driver is warned via the driver information module (DIM) when the
information lamp lights and an alert message is displayed.
A VIDA (Volvo scan tool) station must be connected to the data link connector (DLC) in order to identify the
source of the fault.
Diagnostic trouble codes (DTCs) for different types of short-circuit are only stored when there is no tow hitch
connector connected to the socket. This is so that diagnostic trouble codes (DTCs) are not stored in the event of
a fault in the trailer's cable harness or its connectors.
Data can be read off from the trailer module (TRM) using this function.
Battery voltage
Reads off the level of the power supply to the control module.
Input signal
Reads out the status of the stop lamp signal from the vehicle's right tail lamp.
Output signals
Reads out the status of the output signals to the cable harness for the tow hitch.
Tow hitch connector
Reads out whether the tow hitch connector is connected to the socket on the cable harness for the tow hitch.
memory. The codes contain information about the control module:

 software P/N
A new trailer module (TRM) is not preprogrammed. New software must always be downloaded.
New software can be downloaded into previously installed control modules.
When downloading new software a P/N must be entered. This must be done to obtain the correct software and
full operation of the control module. The P/N corresponds to the type of socket used on the cable harness for the
tow hitch.
FUNCTION
CONTROL MODULE
Fig. 178: Identifying Trailer Module (TRM) (4/110)

The trailer module (TRM) (4/110) ensures that the correct type of signals are transmitted to the tow hitch cable
harness.
The trailer module (TRM) receives messages on the controller area network (CAN) from the central electronic
module (CEM) (4/56) regarding when output signals to the turn signal lamps, parking lamps, back-up
(reversing) lamps and fog lamps should be activated.
The stop lamp signals are directly connected from the vehicle's right-hand tail lamp.
The trailer module (TRM) forwards the signal to the tow hitch cable harness.
The output signal for +12 V voltage is activated when the ignition key /starter knob is turned from position 0 to
I, II or III. The trailer module (TRM) transmits the signal via a relay and an separate fuse.
The trailer module (TRM) transmits messages on the controller area network (CAN) to the central electronic
module and driver information module, regarding the status of the trailer stop lamps. If the stop lamp bulbs are
defective the information lamp in the driver information module lights and a warning message is displayed.
The trailer module transmits messages on the controller area network to the central electronic module, driver
information module, differential electronic module and the parking assistance module if a trailer is connected to
the tow hitch connector socket. A separate indicator lamp in the driver information module indicates when the
turn signal lamps are used and the trailer is connected. If one of the turn signal lamp bulbs is defective the
separate indicator lamp will not light.
The output signals for back-up lamps, fog lamps and +12 V in the socket for the tow hitch connector are market
dependent. The socket for the tow hitch connector is available in a number of variants with different numbers of
pins.
SYSTEM OVERVIEW
CONTROL MODULE
Fig. 179: Identifying Trailer Module

The trailer module manages the electrical connection between the vehicle and the trailer.
The control module is located in the cargo compartment, behind the right wheel arch.
The trailer module communicates with directly connected components and with other control modules via the
controller area network.
trouble code is stored if the control module detects a fault. Any diagnostic trouble codes are stored in the control
module memory. The data can be read off using VIDA (Volvo scan tool).
An easy way to check if the control module has power and is grounded, is to switch on the ignition and the turn
signal lamps when the tow hitch connector is connected to its socket. The driver information module indicator
lamp lights and the trailer turn signal lamps should flash as they do on the vehicle. The trailer's connectors,
cable harness and lights must not be damaged or defective when this check is carried out.
SIGNALS
The table below summarizes the input signals to and output signals from the trailer module. The signal types are
divided into directly connected signals and CAN communication. The illustration below (Fig. 180) displays the

 Stop lamp signal from right-hand stop lamp To tow hitch cable harness:
(10/43)  Right turn signal lamp
 Left turn signal lamp
 Stop lamp right
 Stop lamp left
 Parking lamps
 Back-up lamp
 Fog lamps
 +12 V.
 Central electronic module (CEM) (4/56).  Central electronic module (CEM) (4/56).
 Differential electronic module (DEM) (4/82)
 Parking assistance module.
Fig. 180: Identifying Signals

TRANSMISSION
DESIGN
TRANSMISSION, GENERAL
Fig. 181: Identifying Transmission

The automatic transmission has five forward gears and one back-up gear. The fifth gear is an overdrive which
saves fuel during highway driving.
The mechanical components of the transmission are enclosed within the torque converter cover, the
transmission housing and valve housing.
Gearshifts are controlled by an hydraulic operating system. Gearshifts take place without freewheeling and
completely automatically in terms of load and speed.
The solenoid valves are located under the valve housing cover on the transmission, in the valve housing for the
hydraulic system. These are activated by the transmission control module.
The transmission input speed sensor is electro-magnetic and acts on a toothed pulse wheel. By comparing the
engine and transmission speeds, the control module can determine the amount of slippage in the torque
converter.
The gear-shift position sensor has three separate functions:
 using an electrical route to inform the transmission control module of the selected gear position
 to activate the back-up light when the gear selector is in -position
 To allow engine start if the gear selector is in or -position. This signal is also transmitted to the engine's
control system and is used for drive position compensation of idle.
The transmission and final drive share a common oil pan. A dipstick in the transmission is used to check the oil
level in the transmission.
TORQUE CONVERTER
Fig. 182: Identifying Torque Converter

The torque converter is between the engine and the automatic transmission.
When the engine is idling the pump effect is too weak to drive the turbine and the vehicle will not move. As the
engine speed rises it successively starts to drive in a gradual way. At higher engine speeds the power transfer to
the turbine can be up to 95%. The torque converter functions as an hydraulic clutch. It also amplifies the torque
of the engine at lower engine speeds and therefore an automatic transmission does not require as many gears as
a manual transmission.
The torque converter consists of a round metal casing which contains two impeller wheels and is filled with oil.
One of the impeller wheels, the pump wheel, is fixed to the casing. Both are connected to the engine crankshaft
and rotate with it. The other impeller wheel, the turbine wheel, is connected to the input shaft of the
transmission and is driven by the oil which is pumped around by the pump wheel. The rotating impeller wheels
and the oil in the torque converter "slip" slightly and creates a slight loss of power, which raises fuel
consumption slightly.
Thanks to a third, smaller wheel, the stator wheel, the torque converter also reinforces the engine torque at low
engine speeds.
DIFFERENTIAL
Fig. 183: Differential

The differential distributes power equally between the drive wheels, even if they are rotating at different speeds.
The differential consists of the differential housing, large and small side gears, shaft journals and thrust
washers.
The differential has 6 gearwheels. The differential housing is completely sealed so that if a drive shaft is
removed no dirt can penetrate and no oil can run out.
FUNCTION
TRANSMISSION, GENERAL

The basic parameters for shifting are the accelerator pedal position and the vehicle speed.
The gear shift quality is determined by the torque control by reading off speed changes of the transmission input
shaft and comparing the calculated value.
This is used to calculate the pressure setting for the clutches and brakes.
TORQUE CONVERTER
Fig. 185: Identifying Torque Converter

The torque converter functions as an hydraulic automatic clutch. When the engine is idling the pump effect is
too weak to drive the turbine and the vehicle will not move. As the engine speed rises it successively starts to
drive in a gradual way. At higher engine speeds the power transfer to the turbine can be up to 95%. The torque
converter functions as an hydraulic clutch.
Thanks to a third, smaller wheel, the stator wheel, the torque converter also reinforces the engine torque at low
engine speeds.
The rotating impellers and the oil in the torque converter "slip" slightly and create a slight loss of power, which
increases fuel consumption slightly.
DIFFERENTIAL

The differential distributes power equally between the drive wheels, even if they are rotating at different speeds.
When driving straight ahead, the ring wheel and differential housing rotate at the same speed as the drive shafts
and the driving wheels.
When cornering, the differential gears rotate to compensate for the different speeds of the wheels. Because the
small side gears are rotating on the shaft journal, the drive shafts can rotate at different speeds. Power is
transferred from the differential housing to the drive shafts via the small side gears in the same way as when
driving straight ahead. Both drive wheels still have the same driven power.
Cars with four wheel drive have a splined pin on the differential housing. The sleeve on the pin connects the
differential housing with the bevel gear. This transfers the power to the rear wheels.
GEAR SELECTOR ASSEMBLY

Fig. 187: Gear Selector Assembly

Fig. 188: Gear Selector Assembly

The gear selector assembly is positioned in the center console and is mechanically connected to the transmission
by a cable which affects the gear valve.
Gear selectors and cables are shaped differently depending on which car model they are installed in.
Gear selector assemblies with Geartronic, in addition to P/R/N/D modes, also have a manual shifting mode. The
manual gear positions can be selected at any point while driving. The engaged gear is locked until the driver
selects another gear. The automatic transmission only down shifts if the vehicle slows down to very low speed.
To downshift the gear selector must be moved to minus. To upshift the gear selector must be moved to plus. At
start, 3rd is the highest possible gear.
The engine can only be started in position P or N .
THE DIFFERENT GEAR SELECTOR POSITIONS

Position Meaning Function
Parking The output shaft of the transmission is locked, so that the vehicle does
not roll. This position should be selected when the vehicle is parked or
the engine is started.
Back-up Back-up gear. This position must only be selected when the vehicle is
stationary.
Neutral Neutral means that no gear is engaged and the vehicle can roll freely.
The engine can be started in this position.
Drive The D position is used for all forward motion. When D is engaged the
engine drives the vehicle forward. Up and down shifting occurs
automatically depending on acceleration and speed.
Manual This position allows the driver to change gears manually.
POWER FLOW
When throttling off, the output shaft's power in 5th, 4th, 3rd, 2nd or reverse gear goes directly to the input shaft
without any freewheel, which provides engine braking. 1st gear does not have any engine braking since the
power transmission is interrupted by freewheel.
Position
Fig. 189: Identifying Power Flow Position P

Primary shaft
The input shaft rotates clockwise. All clutches and brakes are disengaged, and no power is transferred to the
planetary trains.
Output shaft
No power is transmitted to the output shaft. Brake band locks the sun gear so that it cannot rotate in any
direction. Shiftlock, which is affected by the mechanical link system, is engaged with the lock wheel on the
output shaft and prevents the vehicle from rolling.
Position
Fig. 190: Identifying Output Shaft Position N

Primary shaft
The input shaft rotates clockwise. All clutches and brakes are disengaged, and no power is transferred to the
planetary trains.
Output shaft
No power is transmitted to the output shaft. Brake band locks the sun gear so that it cannot rotate in any
direction. Shift-lock is disengaged. The planetary gears can rotate freely around the sun gear and the vehicle
will start to roll if it is on an incline.
The reason for the brake being activated in both as -position is to minimize the engagement shock that
otherwise is produced when several brakes and clutches are activated at the same time when the gear selector is
moved to or -position. Since is still activated in both first gear and reverse, in this way simultaneous
engagements are reduced.
Position and 1st gear

Fig. 191: Identifying Output Shaft Position D And 1st Gear

Main section
The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear, which rotates clockwise.
The rear planetary gear rotates clockwise. The front large planetary gear rotates clockwise with the rear
planetary gear as a unit.
The front small planetary gear rotates clockwise. The front ring gear rotates counter-clockwise. Freewheel locks
the front ring gear's rotation counter-clockwise.
The front and rear planetary carriers are turned clockwise because of the reactive forces from the small gear.
The primary intermediate gear rotates clockwise with the front and rear planetary carriers as a unit.
U/D section
The secondary intermediate gear rotates counter-clockwise. The front ring gear rotates counter-clockwise with
secondary intermediate gear as a unit.
The front planetary gear rotates clockwise. The front planetary gear rotates clockwise. The rear sun gear rotates
clockwise with the front sun gear as a unit.
The rear planetary gear rotates counter-clockwise. Brake locks the rear planetary carrier's rotation. The rear ring
gear rotates counter-clockwise. The front planetary carrier and final drive pinion rotates counter-clockwise with
the rear ring gear as a unit. The final drive rotates clockwise.
Engine brake
The primary intermediate gear and front and rear main planetary carriers rotate clockwise. The rear planetary
carrier rotates clockwise. The rear planetary gear is turned counter-clockwise while it rotates counter-clockwise
because of the resistance from the rear ring gear.
The front large gear wheel is turned clockwise while it rotates counter-clockwise and the small gear wheel is
turned clockwise while it rotates clockwise. The front planetary carrier is turned clockwise.
The front ring gear rotates clockwise because the front small gear rotates clockwise, but drive force is reduced
because freewheel is disengaged. Therefore the engine brake does not operate.
Position and 2nd gear
Fig. 192: Engine Brake Position D And 2nd Gear

Main section
The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear. The rear ring gear rotates
clockwise. The rear planetary gear rotates clockwise.
The front large planetary gear rotates clockwise with the rear planetary gear as a unit. Brake, freewheel and
brake lock the sun gear's rotation.
The front and rear planetary carriers are turned clockwise because of the reactive forces from the front large
gear. The primary intermediate gear rotates clockwise with the front and rear planetary carriers as a unit.
U/D section
the secondary intermediate gear as a unit. The front planetary gear rotates clockwise. The front planetary gear
rotates clockwise.
The rear sun gear rotates clockwise with the front sun gear as a unit. The rear planetary gear rotates counter-
clockwise. Brake locks the rear planetary carrier's rotation. The rear ring gear rotates counter-clockwise.
The front planetary carrier and final drive pinion rotates clockwise with the rear ring gear as a unit. The final
drive rotates clockwise.
Engine brake
Drive force is transferred directly to the input shaft without the one way clutch. Therefore the engine brake
operates.
Position and 3rd gear
Fig. 193: Engine Brake Position D And 3rd Gear

Main section
U/D section
the secondary intermediate gear as a unit. The front planetary gear rotates clockwise. Brake locks the rotation of
the front and rear sun gear.
The front planetary carrier is turned clockwise because of the reactive forces from the front large planetary gear.
The front planetary carrier and final drive pinion rotate clockwise with the rear ring gear as a unit. The final
drive rotates clockwise.
Engine brake
operates
Position and 4th gear
Fig. 194: Engine Brake Position D And 4th Gear

Main section
U/D section
The secondary intermediate gear rotates clockwise. The front ring gear rotates counter-clockwise with the
secondary intermediate gear as a unit. Clutch C3 connects the sun gear to the front planetary carrier.
The front planetary gear cannot rotate and the U/D unit rotates counter-clockwise as a unit. The final drive
pinion rotates counter-clockwise with the U/D unit as a unit. The final drive rotates clockwise.
Engine brake
operates.
Position and 5th gear

Fig. 195: Engine Brake Position D And 5th Gear

Main section
The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear. Clutch connects the input
shaft to the sun gear.
The rear planetary gear cannot rotate and the rear planetary gear unit rotates clockwise as a unit. The front
planetary gear cannot rotate with the rear planetary gear as a unit. The front planetary unit rotates clockwise as a
unit. The primary intermediate gear rotates clockwise with the front planetary unit as a unit.
U/D section
the secondary intermediate gear as a unit. Clutch connects the sun gear to the front planetary carrier.
The front planetary gear cannot rotate and the U/D unit rotates counter-clockwise as a unit. The final drive
pinion rotates counter-clockwise with the U/D unit as a unit. The final drive rotates clockwise.
Engine brake
operates.
Position
Fig. 196: Engine Brake Position R

Main section
The input shaft rotates clockwise. Clutch connects the input shaft to the sun gear. The sun gear rotates
clockwise.
The rear planetary gear rotates counter-clockwise. The front large planetary gear rotates counter-clockwise with
the rear planetary gear as a unit. The front small planetary gear rotates clockwise.
Brake locks the front ring gear's rotation counter-clockwise. The front and rear planetary carriers are turned
clockwise because of the reaction forces from the front small gear. The primary intermediate gear rotates
counter-clockwise with the front and rear planetary carriers as a unit.
U/D section
The secondary intermediate gear rotates clockwise. The front ring gear rotates clockwise with the secondary
intermediate gear as a unit. The front planetary gear rotates clockwise. The front sun gear rotates counter-
clockwise.
The rear sun gear rotates counter-clockwise with the front sun gear as a unit. The rear planetary gear rotates
clockwise. Brake locks the rear planetary carrier's rotation. The rear ring gear rotates clockwise. The front
planetary carrier and final drive pinion rotate clockwise with the rear ring gear as a unit. The final drive rotates
counter-clockwise.
Engine brake
operates.
TOWING
Towing is only permitted in the vehicle's forward direction at max. 80 km/h for max. 80 km.
The gear selector shall be in position.
CAUTION: The car must not be towed backwards under any circumstances.
OVERVIEW

AW55-51 is a 5 speed electronically controlled automatic transmission with a lock-up function for the three
highest gears. The transmission control module (TCM) adapts the gear changes to ensure that the correct gear is
selected for the driving mode, engine load, driver requirements, speed etc. This gives good fuel economy
combined with increased comfort by ensuring smoother gear changes and lower noise levels.
In a vehicle with an automatic transmission, the driver neither needs to decide which gear should be used nor
shift gear. There is a operating system in the AW55-51 which uses a torque converter and gear shift system to
do this.
TRANSMISSION (M66; 2006-2011)

DESIGN
TRANSMISSION GENERAL
Fig. 198: Identifying M66 Transmission

M66 is a six gear manual transmission. All gears, including back-up (reverse), are synchronized. The
transmission is intended to be part of a transverse drive line with front wheel or four wheel drive.
The transmission is built together with the final driven in a common aluminum housing. This unique
construction makes the transmission very compact while enabling it to transmit high torque.
The engine and transmission have damped mountings, either on the side members with pendulum mounting or
on a sub frame.
The transmission and final drive are extremely compact.
The oil is synthetic and does not normally need to be changed. The oil is heat resistant and tolerates high loads.
The hole in the level plug is used to top up the oil and check its level. The oil is drained through the drain plug
in the base of the transmission.
The gear wheels are located on four shafts. They are:
 input shaft (A)

 intermediate shaft 1-2, 5-6 (B)
 intermediate shaft 3-4 (C)
 back-up (reverse) shaft (D).
The clutch gears are welded directly to the idler wheel to shorten the length of the shaft. To further shorten the
length of the transmission, needle bearing with inner rings are used instead of snap rings.
The inner rings sit on the shaft inside the idler gears and extend lengthwise a little outside each idler gear. When
the components on the shafts are pulled together the inner rings counterhold, so that the idler wheels have the
clearance that they require to rotate.
The components of the input shafts are pulled together with a bolt located in the end of the shaft. Components
of intermediate shaft 3-4 are held together with a press joint and a bolt located in the end of the shaft. The
components of intermediate shaft 1-2, 5-6 are held together with the press joint of the 5th and 6th gear pinion.
TRANSMISSION, INTERNAL COMPONENTS
Fig. 199: Identifying Transmission Internal Components

Position Component Located on

1 Final drive gear back-up (reverse) D Back-up (reverse) shaft
2 Idler wheel, back-up (reverse) gear D Back-up (reverse) shaft

3 Back-up (reversing) gear coupling D Back-up (reverse) shaft
sleeve
4 Ring gear Differential
5 2nd gear idler wheel B Intermediate shaft 1-2, 5-6
6 5th-gear gear wheel B Intermediate shaft 1-2, 5-6
7 6th-gear gear wheel B Intermediate shaft 1-2, 5-6
8 Idler wheel for 6th gear A Input shaft
9 Coupling sleeve for 5th-6th gear A Input shaft
10 4th gear idler wheel C Intermediate shaft 3-4
11 5th gear idler wheel A Input shaft
12 3rd-4th gear coupling sleeve C Intermediate shaft 3-4
13 4th-gear gear wheel A Input shaft
14 2nd-gear gear wheel A Input shaft
15 1st-gear gear wheel A Input shaft
16 3rd gear idler wheel C Intermediate shaft 3-4
17 Final drive gear wheel, 3rd - 4th C Intermediate shaft 3-4
gear
18 3rd-gear gear wheel A Input shaft
19 1st-2nd gear coupling sleeve B Intermediate shaft 1-2, 5-6
20 Final drive gear wheel, 1-2, 5-6 B Intermediate shaft 1-2, 5-6
21 1st gear idler wheel B Intermediate shaft 1-2, 5-6
GEAR SELECTOR, INTERNAL

Fig. 200: Identifying Gear Selector Assembly

Position Component Position Component

1 Complete control unit 10 Spring
2 Ball limiter, 5-6 control 11 Lever for lengthwise movement
3 Gearshift gate 12 Spring
4 Back-up (reversing) lamps switch 13 Lever for lateral movement
5 Flange 14 Catch plate
6 Gearshift gate pin 15 Carrier plate
7 Lower gear selector 16 Bleed cap
8 Gear selector rod 17 Ball limiter for gear selector
9 Upper gear selector
The gear selector is in a single complete unit with the exception of the ball limiter for the gear position. This is
threaded in the transmission housing. The gear selector is held in position by 4 screws. 2 guide pins in the
control housing and a needle bearing in the bottom of the gear selector unit control the position in the
transmission housing.
Back-up (reverse) gear in the gear selector assembly is furthest to the right and down. Neutral is between 3rd
and 4th.
The back-up (reversing) lamp switch is in the control housing and is affected by the shaft for lateral movement.
The back-up (reversing) lamp switch is directly connected to the central electronic module (CEM).
The gear selector unit must not be dismantled. In the event of a fault the whole gear selector unit must be
replaced.
4 gear selector forks transfer the movement from the control to the relevant coupling sleeve.
GEAR SELECTOR ASSEMBLY AND MECHANICAL TRANSMISSION CABLES
Fig. 201: Identifying Gear Selector Assembly And Mechanical Transmission Cables
1. Locking the adjustable mechanical transmission cable for lateral travel

2. Solenoid
3. Gear selector assembly
4. Mechanical cables
5. Mechanical cables bracket.
The mechanical cables are in a cable assembly. In the event of a fault or damage with any of these the whole
mechanical cable assembly must be replaced.
The cable sleeves are secured using quick connectors in the gearshift assembly and in the cable bracket on the
transmission.
The mechanical transmission cable for lateral travel is adjustable lengthwise. The adjuster is positioned on the
mounting towards the lever on the transmission (1).
The gear selector assembly is made of plastic. It has rubber feet (to reduce noise and vibration).
The gear selector assembly has a lever and a lever arm. There is a return spring on the lateral movement lever.
BACK-UP (REVERSE) INHIBITOR
The shift lever assembly houses a solenoid that serves as an electronically controlled reverse inhibitor.
There is an electronic damping function on the solenoid which gives the solenoid a soft action. This reduces
noise. The solenoid can be replaced.
DIFFERENTIAL

different speeds.
The differential consists of the differential housing, large and small side gears, shaft journals and thrust
washers.
Applies to AWD
On the M66 AWD a sleeve for power transfer is located on the differential.
SYNCHRONIZATION
The synchronizing hub assembly consists of a coupling sleeve, flange and the hub. Each synchronizing hub is
joined to its shaft by splines and rotates with it.
There are idler wheels on both sides of each synchronizing hub. The idler wheels rotate freely on the shaft (does
not apply to reverse gear). Each idler wheel is constantly engaged in its pinion. The synchronizing set is
positioned between the synchronizing hub and the idler wheel.
The synchronizing units are positioned on the shafts in the transmission as follows:
 The synchronizing unit for 1st - 2nd gear is on the intermediate shaft 1-2, 5-6
 The synchronizing unit for 3rd - 4th gear is on the intermediate shaft 3-4
 5th-6th the synchronizing unit is on the input shaft
 the synchronizing unit for back-up (reverse) gear is on the back-up (reverse) shaft.
The synchronizing rings expand when heated by the same amount as the components they are in contact with.
As a result no safety margin is required to counter expansion.
The idler wheels for single and double synchronization have no cones. An inner ring on the synchronizer unit
performs this function instead.
The synchronizer unit is a modular system. This makes it easy to upgrade from a single synchronizer to double
synchronization by replacing the synchronizer kit.
Fig. 203: Identifying Single Synchronization

Single synchronization , which has one friction surface, is on:
 back-up (reverse) gear

 4th gear
 5th gear
 6th gear.
The outer ring (to the left in the illustration) is manufactured in pressed steel. The inner ring is pressed steel and
the friction surface is coated with brass.
Fig. 204: Identifying Double Synchronization

Double synchronization , two friction surfaces, is on:
 3rd gear.
The outer ring (to the left in the illustration) is manufactured in pressed steel. The sealing ring is pressed steel
and the friction surfaces are coated with brass. The inner ring is machined steel.
Fig. 205: Identifying Triple Synchronization

Triple synchronization , three friction surfaces, is on:
 1st gear
 2nd gear.
The outer ring (to the left in the illustration) is made of pressed metal. The intermediate ring is made of pressed
metal with a brass coating on the friction surfaces. The inner ring is of pressed metal with a brass coating on the
inner friction surface. Triple synchronization also includes a ring integrated with the idler wheel.
CLUTCH, GENERAL
Fig. 206: Identifying Clutch

The main task of the clutch system is to transfer torque, disengage during shifting, allow comfortable starting
and to act as an efficient vibration damper to eliminate noise and vibration in the chassis and drive train.
The clutch is located between the engine and the transmission. The main components are a pressure plate and a
clutch driven plate. The clutch is used to connect the torque from the engine to and from the transmission and
therefore to drive the wheels.
The clutch is a single disc dry clutch. The clutch disc is connected to the transmission input shaft on the
transmission.
On vehicles with more powerful engines, self-adjusting clutches are used to lower the engagement forces.
HYDRAULIC CLUTCH CONTROL MECHANISM WITH CONCENTRIC SLAVE CYLINDER (CSC)

Fig. 207: Identifying Hydraulic Clutch Control Mechanism & Transmission

The clutch control mechanism is fully hydraulic. The slave cylinder is inside the clutch cover. There is no
mechanical transfer (fork) inside the clutch cover from an external slave cylinder.
The concentric slave cylinder (CSC) means that the slave cylinder is integrated with the throwout bearing.
The concentric slave cylinder (CSC) is extremely efficient and reliable and the throwout bearing is accurately
centered.
The unit is mounted with a bolt in the gearcase. The bearings and sliding surfaces do not require lubrication.
The bearing on the concentric slave cylinder is self-centering to the clutch fan.
The hydraulic line from the master cylinder is connected to the concentric slave cylinder (CSC) via an adapter.
There is a bleed nipple on the adapter.
There are ratios built-in to the system to reduce the force required to transfer torque:
 pedal effort
 hydraulic force
 clutch finger force.
The force is reduced from approximately 8600 N at the clutch to approximately 100 N at the pedal.
If the clutch pedal returns too quickly, the drive line could be damaged by the high torque. There is a shock load
limiter in the clutch to avoid this. The shock load limiter chokes the flow between the concentric slave cylinder
(CSC) and the master cylinder if there is a danger of the excessive torque. The shock load limiter is in the
concentric slave cylinder.
SHOCK LOAD LIMITER

Fig. 208: Identifying Shock Load Limiter

In vehicles with engines with high engine torque the return time of the clutch pedal may be too short. This
means that the torque peak is so high that it can damage the driveline.
In the event of the torque peak being to high, the hydraulic flow in the engagement direction is choked between
the concentric slave cylinder (CSC) and the master cylinder using a shock load limiter.
SELF-ADJUSTING CLUTCH (SAC)
Fig. 209: Identifying Self-Adjusting Clutch (SAC)

A self-adjusting clutch (SAC) eliminates problems both in terms of wear in the clutch cover and the need for
increased force at the pedal as the facing thickness reduces.
This considerably increases the life of the clutch. A self adjusting clutch will not normally require replacement
during the lifetime of the vehicle.
A self-adjusting clutch (SAC) senses the increase in release load at the diaphragm spring. It has a adjustment
mechanism between the diaphragm spring and the clutch housing. This maintains the position of the diaphragm
spring and ensures that the pedal effort required remains constant throughout the service life of the vehicle.
The pressure plate is of the diaphragm spring type. Unlike a traditional type, the pressure plate contains an
adjustment ring made of steel or plastic. If there is wear, the adjustment ring moves slightly to maintain the
engagement position of the clutch.
The fact that the fingers are unable to move backwards has the following advantages:
 increased wear capacity

 the clutch cover can be made shorter because space is not required for rearward movement of the
diaphragm spring.
CLUTCH DRIVEN PLATE
Fig. 210: Identifying Clutch Driven Plate

The clutch driven plate is the component that transfers the torque to the input shaft and into the transmission.
The clutch driven plates of today do not have dampers or friction elements. These functions are integrated in the
dual mass flywheel.
The clutch driven plate center is greased internally when the clutch driven plate is installed at the factory. This
reduces the friction between the clutch driven plate and the input shaft to make shifting easier.
When replacing the clutch driven plate, the input shaft must be lubricated.
DUAL MASS FLYWHEEL

Fig. 211: Identifying Dual Mass Flywheel

The dual mass flywheel reduces noise from the transmission and improves driveability.
The dual mass flywheel helps reduce the load on the crankshaft bearings. It also improves shift quality because
the flywheel mass on the clutch driven plate is lower.
The components of the dual mass flywheel can rotate in relation to one another. This twisting depends on the
load from the engine. Twisting of a dual mass flywheel is up to 60 degrees in both directions. You can feel a
certain twisting between the components if you turn a dual mass flywheel.
FUNCTION
SHIFT CABLES
Fig. 212: Identifying Shift Cables

Shift cable:
 pulled when 1st, 3rd and 5th gears are selected

 pushed when 2nd, 4th and 6th gears are engaged.
Mechanical transmission cable for lateral travel:
 pulled when the gear selector lever is moved to the position between 1st and 2nd gears
 pushed when the gear selector lever is moved to the position below 5th and 6th. Gives maximum lateral
movement when the lever is moved to back-up (reverse) gear.
There is a return spring on the lateral movement lever. The control unit in the transmission has a return spring.
The mechanical transmission cable for lateral travel is adjustable lengthwise. The adjuster is positioned on the
mounting towards the lever on the transmission (1). The spring in the gear selector assembly pulls the
mechanical cable and then the mechanical cable is locked by hand using the catch. When locking the gear
selector lever and the components in the transmission must be in neutral position.
POWER FLOW
1st gear
Fig. 213: Identifying Transmission Component Operation For 1st Gear

A Input shaft
B Intermediate shaft 1-2, 5-6
4 Ring gear
15 1st-gear gear wheel
19 1st-2nd gear coupling sleeve
20 Final drive 1-2, 5-6
21 1st gear idler wheel
When 1st gear is selected, the coupling sleeve for 1st-2nd gear is moved by a gear selector fork along the
synchronizing hub towards the idler wheel for 1st gear. The coupling sleeve and synchronizing hub lock the
idler wheel for 1st gear at the intermediate shaft 1-2, 5-6.
Engine torque is transferred to the input shaft via the clutch. The 1st gear rack on the input shaft transfers the
power to the idler wheel for 1st gear. From there power is transferred to intermediate shaft 1-2, 5-6 and to the
final drive, which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts
through the differential.
2nd gear
Fig. 214: Identifying Transmission Component Operation For 2nd Gear

A Input shaft
4 Ring gear
5 2nd gear idler wheel
14 2nd-gear gear wheel
19 1st-2nd gear coupling sleeve
When 2nd gear is selected, the coupling sleeve for 1st-2nd gear is moved by a gear selector fork along the
synchronizing hub towards the idler wheel for 2nd gear. The coupling sleeve and synchronizing hub lock the
idler wheel for 2nd gear at the intermediate shaft 1-2, 5-6.
Engine torque is transferred to the input shaft via the clutch. The 2nd gear rack on the input shaft transfers the
power to the idler wheel for 2nd gear. From there power is transferred to intermediate shaft 1-2, 5-6 and to the
final drive, which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts
through the differential.
3rd gear
Fig. 215: Identifying Transmission Component Operation For 3rd Gear

A Input shaft
C Intermediate shaft 3-4
4 Ring gear
12 3rd-4th gear coupling sleeve
16 3rd gear idler wheel
17 Final drive 3-4
18 3rd-gear gear wheel
When 3rd gear is selected, the coupling sleeve for 3rd-4th gear is moved by a gear selector fork along the
synchronizing hub towards the idler wheel for 3rd gear. The coupling sleeve and synchronizing hub lock the
idler wheel for 3rd gear at the intermediate shaft 3-4.
The torque of the engine is transferred via the clutch to the input shaft. The 3rd gear gearwheel on the input
shaft transfers the power to the idler wheel for 3rd gear. From there power is transferred on to intermediate shaft
3-4 and to the final drive which in turn transfers the power to the ring gear. The ring gear is connected to the
drive shafts through the differential.
4th gear
Fig. 216: Identifying Transmission Component Operation For 4th Gear

A Input shaft
C Intermediate shaft 3-4
4 Ring gear
10 4th gear idler wheel
12 3rd-4th gear coupling sleeve
13 4th-gear gear wheel
17 Final drive 3-4
When 4th gear is selected, the coupling sleeve for 3rd-4th gear is moved by a gear selector fork along the
synchronizing hub towards the idler wheel for 4th gear. The coupling sleeve and synchronizing hub lock the
idler wheel for 4th gear at the intermediate shaft 3-4.
The torque of the engine is transferred via the clutch to the input shaft. The 4th gear gearwheel on the input
shaft transfers the power to the idler wheel for 4th gear. From there power is transferred on to intermediate shaft
5th gear

A Input shaft
4 Ring gear
9 Coupling sleeve for 5th-6th gear
11 5th gear idler wheel
When 5th gear is selected, the coupling sleeve for 5th-6th gear is moved by a gear selector fork along the
idler wheel for 5th gear at the input shaft.
The torque of the engine is transferred via the clutch to the input shaft. The 5th-6th coupling sleeve and 5th gear
idler wheel, located on the input shaft, transfer the power to the gear wheel for 5th gear. From there power is
transferred on to intermediate shaft 1-2, 5-6 and to the final drive which in turn transfers the power to the ring
gear. The ring gear is connected to the drive shafts through the differential.
6th gear

A Input shaft
4 Ring gear
8 Idler wheel for 6th gear
9 Coupling sleeve for 5th-6th gear
When 6th gear is selected, the coupling sleeve for 5th-6th gear is moved by a gear selector fork along the
idler wheel for 6th gear at the input shaft.
The torque of the engine is transferred via the clutch to the input shaft. The 5th-6th coupling sleeve and 6th gear
idler wheel on the input shaft transfer the power to the gear wheel for 6th gear. From there power is transferred
on to intermediate shaft 1-2, 5-6 and to the final drive which in turn transfers the power to the ring gear. The
ring gear is connected to the drive shafts through the differential.
Back-up (reverse) gear

Fig. 219: Identifying Transmission Component Operation For Reverse Gear

A Input shaft
D Back-up (reverse) shaft
1 Final drive for back-up (reverse) gear
2 Idler wheel for back-up (reversing) gear
3 Back-up (reversing) gear coupling sleeve
4 Ring gear
15 1st-gear gear wheel
21 1st gear idler wheel
When back-up (reverse) gear is selected, the coupling sleeve for back-up (reverse) gear is moved by a gear
selector fork along the synchronizing hub towards the idler wheel for back-up (reverse) gear.
The coupling sleeve and synchronizing hub lock the idler wheel for back-up (reverse) gear at the back-up
(reverse) shaft.
The torque of the engine is transferred via the clutch to the input shaft. The 1st gear gearwheel on the input shaft
transfers the power to the idler wheel for 1st gear. From there to the back-up (reverse) gear idler wheel and then
to the coupling sleeve for back-up (reverse) gear. From there power is transferred on to intermediate shaft 1-2,
SHIFT MECHANISM
The transfer from the control unit to the selector forks is divided between two locations in the transmission:
 The upper gear selector affects back-up (reverse) gear and 1st and 2nd gears
 The lower gear selector affects 3rd, 4th, 5th and 6th gears.
4 gear selector forks transfer the movement from the control to the relevant coupling sleeve.
The shift lever actuates the shift forks, which are mounted in bearings in the housing.
Two carrier plates are used to transfer the torque from the longitudinal movement lever to the axially sliding
gear selectors. The carriers run in a groove in the gear selector plate.
The gear selector panel is affected by a carrier plate connected to the lateral movement lever.
The carrier plates move vertically between four possible positions. The different gears can be activated in the
different positions.
 In the uppermost position the upper gear selector activates back-up (reverse) gear
 In the next highest position the lower gear selector activates 5th and 6th gears
 In the next lowest position the lower gear selector activates 3rd and 4th gears
 In the lowest position the upper gear selector activates 1st and 2nd gears.
The longitudinal movement lever acts on the shift lever so that the correct gear is engaged. The control unit also
contains two springs (10 and 12) that help return the shift lever to the neutral position.
BACK-UP (REVERSE) INHIBITOR
The shift lever assembly houses a solenoid that serves as an electronically controlled reverse inhibitor. If
vehicle speed exceeds 25 km/h (15.5 mph), the solenoid is activated and it is not possible to engage reverse
gear. When speed drops below 15 km/h (9 mph), the solenoid releases and reverse gear can be engaged.
DIFFERENTIAL

When driving straight ahead, the ring wheel and differential housing rotate at the same speed as the drive shafts
and the driving wheels.
When cornering, the differential gears rotate to compensate for the different speeds of the wheels. Because the
small side gears are rotating on the shaft journal, the drive shafts can rotate at different speeds. Power is
transferred from the differential housing to the drive shafts via the small side gears in the same way as when
driving straight ahead. Both drive wheels still have the same driven power.
Cars with four wheel drive have a splined pin on the differential housing. The sleeve on the pin connects the
differential housing with the bevel gear. Torque is directed from the bevel gear to the rear wheels.
CLUTCH, GENERAL
Fig. 221: Identifying Clutch

The primary role of the clutch system is to disengage the transmission when shifting, transfer torque and to
allow comfortable starting.
Disengagement of the clutch driven plate when shifting is a very important part of this functionality. When the
driver presses the clutch pedal, the throwout bearing moves a given distance towards the diaphragm spring and
disengages the clutch driven plate. The clutch is raised and held in position by the springs riveted to the pressure
plate.
Complete disengagement takes place during the last quarter of clutch pedal travel.
The clutch driven plate is trapped between the flywheel and pressure plate to transfer the torque. The torque is
transferred via the clutch to the input shaft.
The torque is transferred across the crankshaft via the flywheel to the clutch driven plate. Half of the torque is
transferred via the clutch screw to the clutch housing through lifting springs, over to the pressure plate and to
the clutch driven plate. The clutch driven plate then transfers the torque via its hub and splines to the input shaft.
During down-shifting the rotation speed of the clutch driven plate increases. It decreases during up-shifting. The
engine speed (RPM) is then synchronized with the vehicle speed when the clutch is released. If there is no
disengagement during shifting, there would be abnormal synchronization wear in the transmission.
Pre-tensioned lifting springs connect the clutch housing and the pressure plate.
The clutch is defined by the 3 characteristic curves:
 pressure plate pressure against the clutch driven plate

 diaphragm spring pressure against the throwout bearing
 the lift of the pressure plate.
The pressure of the pressure plate increases as the clutch driven plate wears. This increase in pressure increases
the pressure at the diaphragm spring and with it pedal effort as the clutch driven plate wears. The diaphragm
spring moves backwards as the clutch driven plate wears. The clutches are guaranteed to tolerate wear of 1.5
mm to the facing. This means that the clutch cover has a wear capacity of 8-9 mm to compensate for rearward
movement of the throwout bearing.
HYDRAULIC CLUTCH CONTROL MECHANISM WITH CONCENTRIC SLAVE CYLINDER (CSC)
Fig. 222: Identifying Hydraulic Clutch Control Mechanism & Transmission

In order to change gears, the transmission must be disengaged from the engine. This is done by the clutch pedal.
When the clutch pedal is pressed, fluid is transferred from the master cylinder through a pipe to the concentric
slave cylinder (CSC) in the clutch cover. This then acts on the clutch, disengaging the clutch driven plate.
Sound and vibration is also transferred from the engine. The pipe and hose are balanced so that they absorb
SELF-ADJUSTING CLUTCH (SAC)
Fig. 223: Identifying Self-Adjusting Clutch (SAC)

When the facing on a clutch driven plate wears, the normal working position (travel) of the pressure plate and
the disengagement position increase.
On the self-adjusting clutch an adjuster ring responds to the wear of the clutch driven plate. As wear increases,
the adjustment ring moves automatically slightly at the next disengagement and adjusts the bearing position of
the diaphragm spring. This means that the operating travel of the pressure plate and therefore engagement
pressure remain constant.
OVERVIEW
Fig. 224: Identifying Transmission And Gear Shifter

The transmission is intended to be part of a transverse drive line with front wheel or four wheel drive. The
transmission and final drive are constructed together in a common housing made of aluminum. The unique
design of the transmission and final drive makes it extremely compact, yet capable of transferring high torque.
The engine and transmission have damped mountings, either on the side members with pendulum mounting or
on a sub frame.
The gear controls consist of the gear selector assembly, electronic back-up (reverse) inhibitor and two
mechanical shift cables which are connected to a lever each on the transmission. The gear selector is not
adjustable. However lateral movement can be adjusted. If there is a fault or damage in/to one of the mechanical
cables, both must be replaced at the same time.
The gear selector assembly is seated in rubber bushings secured to the floor of the tunnel for efficient sound
insulation. The bearings for the gear selector lever in the gear selector assembly and the bearings for the outer
mechanical cable controls are permanently lubricated low friction bearings.
The oil is synthetic.
TRANSMISSION CONTROL MODULE

DESIGN
CONTROL MODULE/GEAR-SHIFT POSITION SENSOR

The transmission control module and the gear-shift position sensor form one unit. This unit is mounted on the
top of the transmission housing, on the gear shift linkage rod. The control module connector is directly
connected to the transmission.
The gear-shift position sensor provides the transmission control module with information about the gear
selected and whether back-up gear is selected so that the back-up lamps can be lit if required. The gear-shift
position sensor contains a permanent magnet and a linear Hall sensor. The gear-shift position sensor generates a
signal voltage between 0 and 5 V. This signal voltage corresponds to the currently selected gear selector lever
position.
There are diagnostics for the gear-shift position sensor.
Voltage level for the different gears
approx. 0.65 V
approx. 1.64 V
approx. 2.12 V
approx. 2.49 V
SHIFT SOLENOIDS AND

Fig. 226: Identifying Shift Solenoids S1, S2, S3, S4 & S5

The shift solenoids and are positioned in the valve body in the transmission control system, which is mounted
on the front edge of the transmission. The shift solenoids (on/off type), consist of an electrical coil which
controls a hydraulic valve. The solenoids are supplied with 12 V via the transmission control module and
grounded in the control system. The shift solenoids control shifting. The transmission control module
determines which gear is to be used by activating them in different patterns.
There is a diagnostic for the shift solenoids.
LOCK-UP-SOLENOID,
Fig. 227: Identifying Lock-Up Solenoid, SLU

The lock-up-solenoid, is located in the gearbox control system, which is mounted on the front edge of the
gearbox.
The lock-up-solenoid, consists of an electric coil that controls a hydraulic valve. The solenoid is controlled, like
all linear solenoids in the gearbox, by a pulsed current with a frequency of 300Hz and grounded via the
Transmission Control Module. The average value on the current signal that deploys the solenoid varies between
0.1 A and 1 A and the demand controls the deployment.
The solenoid controls the torque converter's Lock-up engagement. Engagement occurs by the solenoid pulsing,
which gives a smooth engagement of the lock-up function. The solenoid allows the torque converter to work in
one of three positions: "Open", "Controlled slipping" and "Locked".
The hydraulic function of the solenoid is linear.
There are diagnostics for the solenoid.
LINEAR SOLENOID,
Fig. 228: Identifying Line Pressure Solenoid SLS

The line pressure solenoid, is in the transmission control system, which is mounted on the front edge of the
transmission. The line pressure solenoid, consists of an electrical coil which controls a hydraulic valve. The
solenoid is controlled by pulse width modulation (PWM) voltage. The solenoid is grounded via the transmission
control module (TCM). The hydraulic function of the solenoid is linear. The hydraulic valve is controlled by the
varied current which is the result of the pulse conditions. During high pulse conditions, (at high currents) the
line pressure is low. During low pulse conditions the line pressure is high. In the event of an open-circuit the
line pressure reaches maximum which causes hard shifting. The hydraulic valve is then completely open.
LINEAR SOLENOID,
Fig. 229: Identifying Line Pressure Solenoid

The line pressure solenoid, is in the transmission control system, which is mounted on the front edge of the
transmission. The line pressure solenoid, consists of an electrical coil which controls a hydraulic valve. The
solenoid is controlled by pulse width modulation (PWM) voltage. The solenoid is grounded via the transmission
control module (TCM). The hydraulic function of the solenoid is linear. The hydraulic valve is controlled by the
varied current which is the result of the pulse conditions. During high pulse conditions, (at high currents
(approximately 1 A)) the line pressure is low. During low pulse conditions (at low currents) the line pressure is
high. In the event of an open-circuit the line pressure reaches maximum which causes hard shifting. The
hydraulic valve is then completely open.
TRANSMISSION INPUT SPEED SENSOR (SPEED OF THE INPUT SHAFT)

Fig. 230: Identifying Transmission Input Speed Sensor (Speed Of The Input Shaft)
The transmission input speed sensor (input shaft speed) is on the upper side of the transmission housing. The
sensor is an active sensor and is supplied with 12 V. When the pulse wheel on clutch C1 rotates, the sensor
generates a pulsed current (quadratic wave) where the strength of the current depends on the position of the
pulse wheel. The signals from the coil in the sensor are then effected by a magnetic resistance element, which
generates a current which oscillates between 7 mA and 14 mA, and the frequency of which increase with speed.
The transmission control module (TCM) calculates the transmission input speed using the signal from the
sensor.
The transmission control module (TCM) uses information about the input shaft speed to calculate the torque
reduction to be requested from the engine control module (ECM) when shifting. The value is also used to
compare the engine speed (RPM) with the speed of the input shaft in order to calculate the slipping rate of the
torque converter. The value is also compared with the transmission output speed sensor signal in order to
calculate the actual gear ratio. This is done to check whether the value corresponds to the expected gear ratio.
There are diagnostics for the transmission input speed sensor.
TRANSMISSION OUTPUT SPEED SENSOR (SPEED OF THE OUTPUT SHAFT)
Fig. 231: Identifying Transmission Output Speed Sensor (Speed Of The Output Shaft)
The transmission output speed sensor (speed of the output shaft) is on the reverse of the transmission housing.
The sensor provides signals to the transmission control module (TCM) about the vehicle speed. The output shaft
speed sensor is an active sensor and is supplied with 12 V. When the pulse wheel (wheel for shift-lock) rotates,
the sensor generates a pulsed current (quadratic wave) where the strength of the current depends on the position
of the pulse wheel. The signals from the coil in the sensor are then effected by a magnetic resistance element,
which generates a current which oscillates between 7 mA and 14 mA, and the frequency of which increase with
speed. The control module calculates the transmission output speed using the signals from the sensor. The
signal is compared with the signal from the transmission input speed sensor and is used to calculate the gear
ratio and is also used for diagnostics.
There are diagnostics for the transmission output speed sensor.
OIL TEMPERATURE SENSOR
Fig. 232: Identifying Oil Temperature Sensor

The temperature sensor is an NTC sensor. The temperature sensor is on the transmission control system inside
the side cover. It gauges the temperature of the transmission fluid in the oil pan. The temperature sensor is
integrated in the cable harness. The temperature sensor is supplied with 5 V and is grounded via the
transmission control module (TCM). The control module can determine the transmission fluid temperature by
measuring the voltage drop across the NTC resistor of the sensor. The control module stores the time the
temperature has been within a certain temperature range. If a certain temperature and time has been exceeded, a
diagnostic trouble code (DTC) indicating that a oil change is necessary is stored.
There are diagnostics for the temperature sensor.
GEAR SELECTOR MODULE (GSM)

Fig. 233: Identifying Gear Selector Module (GSM)

The gear selector assembly is in the tunnel console. It is mechanically connected to the transmission by a cable
which moves the gear valve in the transmission control system. The gear selector module (GSM) is on the top
panel of the gear selector assembly. The gear selector module (GSM) is powered by the transmission control
module (TCM). The gear selector module (GSM) uses serial communication to communicate with the
transmission control module (TCM) to light the gear position indicator for example. The gear selected is
indicated by a row of LEDs in the top panel on the gear selector assembly.
There is a directly connected cable from the transmission control module (TCM) to the gear selector module
(GSM) which controls the shift-lock solenoid. The power supply and ground for the shift-lock solenoid are
directly connected to the gear selector module (GSM).
The switch for winter mode (W) is located in the lever carrier's top panel (switch and function are discontinued
from model year 2008). At activation, the switch sends a request to activate winter mode to Transmission
control module (TCM) (TCM). Transmission control module then decides if winter mode is possible or not.
There are diagnostics for the gear selector module. In the event of a fault, a signal about the fault status is
transmitted to the transmission control module where any diagnostic trouble codes are stored.
GEAR SELECTOR ASSEMBLY

Gear selector assembly with Geartronic function
Fig. 234: Identifying Gear Selector Assembly With Geartronic Function

Gear selector assemblies with Geartronic are unique in appearance and function. In addition to modes they also
have a "manual" shifting mode.
The gear selector for Geartronic has the following functions:
 : Park position
 : Back-up.
 : Neutral.
 : Automatic shifting between all gears. (Does not apply when the mode selector is in winter mode)
 : Manual shifting. There are three Hall sensors on the gear selector module (GSM). A permanent magnet
on the cover in the gear selector lever affects the output signals of the Hall sensors to the gear selector
module (GSM).
A diagnostic trouble code (DTC) is stored if the control module detects a fault. If a fault disappears for any
reason after the diagnostic trouble code (DTC) has been permanently stored in the control module, information
about the fault remains stored in the control module.
For further information about parameters, see: DESCRIPTION OF PARAMETERS
For further information about activations, see: DESCRIPTION OF ACTIVATIONS
memory.
 hardware P/N
 hardware serial number
 software P/N
RESETTING THE ADAPTATION VALUES
There are three functions for adaptation in the transmission control module software which can be activated:
 Resetting the adaptation. This must be done after internal components or the entire transmission have
been replaced
 Resetting the oil quality counter
 Adapting the gear selector in neutral.
CALIBRATING THE GEAR-SHIFT POSITION SENSOR
When checking or replacing the control module, the gear-shift position sensor must be calibrated so that the
gear-shift position sensor identifies the correct gear position.
ACTIVATING TEST MODE
When this function is activated, the sensitivity of the software to criteria for storing diagnostic trouble codes is
reduced. This helps the mechanic when testing the function of the transmission.
New software can be downloaded into the transmission control module. When ordering software, the hardware
FUNCTION
CONTROLLING THE SHIFT SOLENOIDS WHEN SHIFTING
The solenoids are activated in a specific pattern to control shifting and the lock-up function. Solenoids
determine which gear is to be used. Solenoids and determine engagement by adjusting the hydraulic line
pressure. The basic parameters for the different shifting points are the accelerator pedal position and the vehicle
speed. The shift quality is decided by controlling the torque.
The pressurization of the clutches and the brakes is adjusted by reading the changes in speed of the transmission
input shaft during the shifting process and comparing them to the values calculated in the transmission control
module.
Two different shift patterns are available: normal mode and winter mode.
In normal conditions, shifting and lock-up occur at relatively low engine speeds to reduce fuel consumption. In
the event of rapid accelerator pedal movements, the transmission control module automatically shifts to sport
mode.
GEARSHIFT PATTERNS
Gear Activated solenoid
1 ON ON ON OFF OFF
2 OFF OFF ON OFF OFF
3 OFF OFF ON ON OFF
4 OFF OFF OFF ON OFF
5 OFF ON OFF ON OFF
R OFF OFF ON OFF ON
GEARSHIFT PROGRAM
Economy mode
When driving at normal acceleration, the transmission control module (TCM) uses a pre-set shifting program,
optimized to shift for economy driving. This shifting program is suitable for "normal" driving which provides
earlier up shifts and lock-up. In addition the transmission oil pressure is adjusted to provide smooth gear
engagement.
Sport mode
The transmission switches from economy mode to sport mode if the accelerator pedal (AP) is pressed down
quickly. The conditions are that the throttle opens and the vehicle speed exceeds 50 km/h. As soon as the
accelerator pedal (AP) is moved less quickly economy mode is resumed. In the sport mode shifting program the
shifting points are adjusted to provide the best possible performance. Down shifting occurs at lower engine
speed (RPM).
Extreme mode
At wide open throttle (WOT) the kick-down function is engaged and the transmission shifts to the lowest
possible gear. In this way a boost of power is achieved when overtaking for example.
Winter mode
Winter mode is selected using the button on the top panel of the gear selector assembly. Winter mode enables
starting off in a high gear to prevent the wheels from spinning on a slippery surface. This mode can also be used
in other difficult situations in which the driver needs more direct control over gear selection. When D is
selected, the car starts in 3rd gear. There is automatic shifting between 3rd, 4th and 5th gears.
When winter mode is selected a lights on the dashboard.
If kick-down is activated in Winter mode, the transmission uses all gears for maximum performance.
OTHER MODES
Adaptation
The transmission control module monitors each shift during all driving conditions to fulfill consistent and
smooth shifting. This is carried out by the control module either lowering or increasing the hydraulic line
pressure used during the shift itself. The changed pressure levels are stored in the control module memory when
the car has been switched off and are retrieved on start-up. This provides improved shifting comfort and
increased service life.
Complete adaptation occurs when the following conditions have been met:
 throttle opening is steady

 oil temperature between 65 °C and 110 °C.
Temperature controlled lock-up
If the transmission temperature increases abnormally as a result of heavy load under high ambient temperature
conditions, the torque converter lock-up function is activated as often as possible. This reduces slippage and the
generation of heat in the transmission. The lock-up function will not be used if the temperature drops below +20
°C.
Slipping lock-up
This function ensures smoother engagement with reduced vibration and decreased noise when a gear is
engaged. In this mode, the torque converter clutch is engaged, but not fully locked.
The following conditions must be met in order for the function to activate:
 the gear selector in position or

 gear 3, 4 or 5
 the transmission input speed is 1100 RPM or more and the throttle opening is 20 - 35% depending on the
engine version
 the transmission oil temperature is 40 - 120 °C.
Due to the torque converter slipping between 50-200 RPM, the friction properties of the transmission fluid are
very important. The transmission fluid differs from conventional ATF oil properties. Always use the specified
fluid for this transmission. Failure to do so may compromise the function and set a diagnostic trouble code
(DTC).
The engine coolant must reach a certain temperature before the function engages.
Driving uphill
The Transmission Control Module can change the gearshift pattern slightly when driving uphill. This is to avoid
close gearshifts.
Alternative driving programs
There are driving programs that are implemented in the transmission but that only are active on certain variants.
Kick-down
When the accelerator pedal is pressed down past a certain point, the Kickdown function is activated. This means
that downshifting takes place to get faster acceleration. The pedal position for Kickdown is designated as 110%.
Quick step
Quick step makes the gearshifting function sportier when the driver is more aggressive on the pedal. Lower
gears are used for better acceleration.
Fast Off
Fast Off is used to reduce the number of shifts due to heavy traffic in, e. g., city traffic.
The function is activated at fast releases of the accelerator pedal. Even the vehicle's speed, brake pedal, and
curve detection affect its function. By keeping a lower gear than normally, unnecessary shifts are avoided. For
aborted passing, a lower gear is maintained to be able to take the initiative for future passing.
GEARSHIFTING WITH GEARTRONIC

Fig. 235: Identifying Gearshifting With Geartronic

When the gear selector is moved to the Geartronic position the automatic transmission remains in hydraulic
position. When the gear selector is moved upwards (+) the gear selector module (GSM) transmits a signal to the
transmission control module (TCM) to shift up. When the gear selector is moved downwards (-), a signal is
transmitted to the transmission control module (TCM) to shift down. The driver information module (DIM)
switches the symbol in the combined instrument panel from D to the current gear, for example 3, when the gear
selector is in M mode. The transmission control module (TCM) transmits a signal to the gear selector module to
light the M LED and switch off the other LEDs. The transmission control module determines if the shift can
take place. If shifting is permitted the solenoids are activated according to each specific gear pattern.
However, in certain situations the transmission control module takes over responsibility for determining
shifting. The follow applies:
 When stationary only 1st, 2nd and 3rd gears can be selected. 4th gear can be selected at speeds in excess
30 km/h and 5th at speeds in excess of 40 km/h
 The kick down function is only available in the position.
 Automatic down shifting occurs for all gears below a certain speed. Example: 2nd gear is selected.
Automatic down shifting occurs when shifting from 2nd gear to 1st at 2 km/h if the speed, before this, has
exceeded 25 km/h. Otherwise 2nd gear is maintained. For example, there may be situations when 2nd or
3rd gear is engaged despite the car being stationary. Manual up shifting is required after automatic down
shifting
 The permitted engine speeds for manual down shifting corresponds to those for kick-down up shifting, i.
e. engine speeds of approximately 6, 000 RPM
 If transmission temperature becomes too high then the Transmission Control Module takes over the
gearshift decisions. The purpose of this is to engage a gear where lock-up is possible at the current speed.
 Lock-up is possible in 3rd, 4th and 5th gears..
Other
In position M, the signal indicating the position of the lever to the gear selector module is generated as follows:
For each of the three gear selector positions there is a Hall sensor on the printed circuit board for the gear
selector control module. A permanent magnet on the cover in the gear selector lever affects the output signals
from the sensors to the control module. The control module can read off the position of the lever through the
differences in the signal characteristics.
SHIFT-LOCK
Fig. 236: Identifying Shift-Lock

To avoid any chance of the gear selector inadvertently moving from the or position, the car is also equipped
with an electrically operated shift-lock function. This locks the interlock pin in the gear selector lever in the
shift-lock section, locking the selector lever in the - or position.
From to another gear position
To move the gear selector from the position, the ignition must be switched on and the brake pedal depressed..
The transmission control module retrieves the brake pedal position via the CAN network and the currently
selected gear from the internal gear-shift position sensor. The signal is then transmitted from the transmission
control module to the gear selector module to control the solenoid in the gear selector assembly. When the gear
selector is in position, the solenoid is activated and the lock pin slides in. The gear selector lock button can be
pressed down as usual to select another gear. There is a Hall sensor in the gear selector assembly which is
affected by a permanent magnet on the cover of the assembly. The Hall sensor is deactivated when the gear
selector is moved from position. The shift-lock solenoid is disengaged at the same time. This prevents the gear
selector from sticking in position N. When the ignition is in position "I" or "0" the solenoid is deactivated. The
gear selector is mechanically locked in position by breaking the power supply to the solenoid.
From to another gear position
To move the gear selector from the position, the ignition must be switched on and the brake pedal depressed..
The transmission control module retrieves the brake pedal position via the CAN network and the currently
selected gear from the internal gear-shift position sensor. The signal is then transmitted from the transmission
control module to the gear selector module to control the solenoid in the gear selector assembly.
With the gear selector in the solenoid deactivates and the lock pin is drawn in and the gear selector can be
shifted to position and normally. However the lock button on the gear selector must be pressed before or can be
selected. When the ignition is in position "I" or "0", the solenoid is deactivated.
Shift-lock override
The mechanical lock mechanism in the gear selector assembly can be overridden so that the gear selector can be
moved when the power is off or in the event of an electrical fault. A small tool can be inserted under a cover on
the gear selector assembly panel to release the gear selector.
PARK / NEUTRAL POSITION (PNP) FUNCTION
The car has a park/neutral position function to prevent the starter motor from turning when a gear is selected.
This function is controlled by the transmission control module, which receives a signal from the gear selector
module indicating that the gear selector is in position or. The park / neutral position function ensures that the
starter motor can only be activated when the gear selector is in position - or. This prevents the car from lurching
forwards when started.
ADAPTATION DATA
There are two functions for adaptation in the transmission control module (TCM) software which can be
activated:
 Resetting adaptation - should be performed after replacing an internal component or the whole
transmission.
 the transmission control system
 the transmission fluid
 the entire transmission
 transmission control module (TCM).
 Adaptation function - This function helps the mechanic to adapt the transmission. This makes it easier to
reset the function of the transmission after repair or replacement of, for example:
 the transmission control system
 the transmission fluid
 the entire transmission
 transmission control module (TCM).
When the adaptation function has been activated, the test drive instructions must be followed. The following
shifts can be adapted:
 1-2
 2-3
 3-4
 4-5
 N-D
 5-4
 4-3
 3-2
 2-1
 N-R.
While the function is activated, the general warning lamp in the combined instrument panel indicates when each
shift has been adapted to its target value.
When the general warning lamp (triangle) flashes after each shift, the adaptation is complete.
Adaptation of the transmission is activated via the VIDA (Volvo scan tool) socket.
GAUGE FOR TRANSMISSION OIL DATA
Fig. 237: Identifying Gauge For Transmission Oil Data

A counter for transmission oil quality is built into the software for the transmission control module (TCM). The
counter counts up the amount of time the oil is above a certain temperature. When the counter has reached the
maximum value, the diagnostic trouble code (DTC) for an oil change is stored in the control module. When
replacing transmission fluid, the counter must be reset to prevent a diagnostic trouble code (DTC) being stored
incorrectly. This applies when the transmission fluid is changed and when the fluid is changed during a repair.
The reset function is activated via the VIDA (Volvo scan tool) socket.
EMERGENCY MODE IN THE EVENT OF A FAULT
An emergency program is activated to deal with the fault when the transmission control module (TCM) detects
a transmission fault (permanent fault). The transmission control module (TCM) then implements certain
corrective actions to protect the transmission, while leaving the car in the best possible drivable condition.
Minor malfunctions do not activate an emergency program. There are different programs depending on the type
of fault.
 Emergency/limp-home mode
 Failsafe action (temporary action)
The failsafe action is indicated as soon as the fault is detected. Normal function is resumed if the fault
disappears. Emergency mode is activated for minor faults and the Limp home mode for the most serious faults.
If the malfunction is intermittent, the transmission control module (TCM) returns to normal operation the next
time the ignition is switched on.
The warning lamp in the combined instrument panel lights and a text message appears in the display in the
combined instrument panel if emergency/limp home mode is engaged. No text is displayed until the fault has
been detected when the ignition is switched on.
SYSTEM OVERVIEW
Fig. 238: Identifying Rear Electronic Module (REM)

AW55-51 (and AW50AWD) is a 5-speed electronically controlled automatic transmission with a lock-up
function for the three highest gears. The transmission control module (TCM) adapts the gear changes to ensure
that the correct gear is selected for the driving mode, engine load, driver requirements, speed etc. This gives
good fuel economy combined with increased comfort by ensuring smoother gear changes and lower noise
levels.
The transmission control module (TCM) receives information about the desired gear position and driving mode
from the driver. In conjunction with the signals from a number of sensors in the transmission and the engine
control system, unlike with a purely hydraulically controlled transmission, this allows the control module to
calculate the optimal shifting points and engagement of lock-up. The control module allows for small changes
in the operating conditions and adapts the various transmission functions to ensure that the correct gear is
always selected in relation to the driving mode selected by the driver.
The transmission control module (TCM) has adaptive capability. This is to ensure smooth shifting throughout
the service life of the transmission.
In order to precisely determine the gear shift and lock-up engagement points based on the driving mode
selected, the control module receives information about the following:
 Selected gear position - from the gear-shift position sensor

controlled by the speed at which the accelerator pedal (AP) is depressed. Quick "pedal movement" = sport
mode. Winter (W) mode is activated using a switch on the gear selector assembly
 Transmission input shaft RPM - from the transmission speed sensor
 The transmission output shaft RPM - from the transmission output speed sensor
 Transmission fluid temperature - from the temperature sensor in the transmission
 The engine speed (RPM) and torque as well as throttle opening - from the engine control module (ECM)
via the controller area network (CAN)
 If the accelerator pedal (AP) is depressed and to what extent - from the engine control module (ECM) via
the controller area network (CAN)
 The engine coolant temperature - from the engine control module via the controller area network
 Vehicle speed - from the brake control module via the controller area network
 If the brake pedal is depressed and to what extent - from the brake control module via the controller area
network.
COMPONENTS
Fig. 239: Identifying Components In Control System For A/T

The following components are included in the control system for automatic transmissions:
 Transmission control module - Controls activation and deactivation of the solenoids by processing the
signals from components such as the transmission input and output speed sensors and the temperature
sensor. Also stores adaptive data as well as diagnostic trouble codes and frozen values for diagnostics
 Shift solenoid, - Controls shifting in the transmission.

 Lock-up solenoid, - Controls the lock-up function and is also used for certain shifts.
 Line pressure solenoid, - Controls the line pressure in the transmission.
 Line pressure solenoid, - Controls the transmission shifting pressure and is also used for certain shifts.
 Transmission input speed sensor (input shaft speed) (1) - Provides the transmission control module
(TCM) with information about the input shaft speed from the engine
 Speed sensor (output shaft speed) (2) - Provides the transmission control module (TCM) with information
about the output shaft speed from the transmission
 Oil temperature sensor (3) - Provides the transmission control module (TCM) with information about the
oil temperature of the transmission
 Gear-shift position sensor, built-in to the transmission control module (TCM) (4) - Provides the
transmission control module (TCM) with information about the selected gear
 Gear selector module (GSM) - Provides the transmission control module (TCM) with information about
the Geartronic mode and winter mode (W).
SIGNALS
The table below summarizes the input signals to and output signals from the transmission control module
(TCM). The signal types are divided into directly connected signals, serial communication and controller area
network (CAN) communication. The illustration below (Fig. 240) displays the same information with the Volvo

Speed sensor, input shaft (7/61): Shift solenoids, (8/38-39, 8/72-74):
 Provides information about the transmission  The transmission control module checks
input speed. Used for calculations such as the which gear is active by activating the
shifting process, to check lock-up and to run solenoids in different patterns.
diagnostics for the hydraulic/mechanical
functions in the transmission.
Lock-up-solenoid, :
Speed sensor, output shaft (7/62):  Adjusts the line pressure to a lock-up
pressure. Also used for certain shifts.
 Provides information about the transmission
output speed. Used for calculations such as the
vehicle speed and to run diagnostics for the Linear solenoid, :
hydraulic/mechanical function in the
transmission.  Adjusts the line pressure to a shift pressure
and is activated for certain gears.
Oil temperature sensor (7/74):

 Provides information about the transmission Linear solenoid, (8/71):

oil temperature. This information is used to
adjust the shift timings and the oil pressure.  Adjusts the linear line pressure when shifting
and during the neutral check function.
Gear-shift position sensor (3/71):

Gear selector module (GSM) (3/156):
 Provides the transmission control module with
information about the selected gear position. It  Controls the shift-lock solenoid in the gear
only permits start when the gear selector is in selector assembly.

positions P and N. The sensor consists of a
permanent magnet which creates a magnetic
field across a number of Hall sensors, creating Engine control module (ECM) (4/46):
a specific voltage for each gear shift.
 Start inhibition. Provides the engine control
module (ECM) with a signal indicating
whether the engine can be started or not.
Gear selector module (GSM) (3/156): Gear selector module (GSM) (3/156):
 Indicates that the gear selector lever is locked  The transmission control module (TCM)
in position P and provides information about transmits a signal to the gear selector module
the status of the button for winter mode (W). (GSM) indicating which LED to light on the
Also transmits a control signal during gear selector assembly panel, depending on
Geartronic shifting and provides information the gear that is selected.
about fault status in the gear selector module
(GSM) so that diagnostic trouble codes
(DTCs) can be stored in the module as
required.
Steering wheel module (SWM) (3/254), via the Brake control module (BCM) (4/16):
central electronic module (CEM) (4/56):
 Current gear, used to transmit a signal not to
 Cruise control, used to calculate acceleration regulate when shifting
depending on the position of the Resume and  Vehicle speed, used as a back-up.
Set buttons.

 Transmission temperature, used to
 Provides information about the vehicle speed compensate increased load at low oil
and also the difference in speed between the temperatures
left and right-hand wheels. Prevents upshifting
if the difference in speed is above 40 km/h to  Selected gear, used by the engine so that it
protect the differential in the transmission. can compensate for different loads
 Lock-up, used by the engine so that it can

Engine control module (ECM) (4/46): compensate for different loads
 Next gear planned by the transmission
 Stop lamp switch ON/OFF, used during torque
control module (TCM), is used by the engine
converter lock-up
so that the engine can compensate for
 Engine coolant temperature (ECT), used for different loads
diagnostics for the transmission temperature
 The request about reduced engine torque
sensor and for catalytic converter start-up
when shifting, the engine reduces the engine
(Cat-start)
torque when shifting
 Engine speed (RPM) >400 RPM = engine
 Torque limiting request, the engine limits the
running. Used to start the transmission oil
engine torque, depending on the current gear
pressure and diagnostic functions
and if winter mode (W) is selected.
 Engine speed (RPM). Used to check the
slipping rate of the torque converter and the
pressure build up, this affects the smoothness Driver information module (DIM) (5/1):
of shifting
 Kick-down. If the accelerator pedal (AP) is  Current gear selector lever position. Used to
depressed and the throttle is wide open, the display the lever position in the driver
engine control module (ECM) transmits a information module (DIM)
signal to the transmission control module  Via the central electronic module (CEM),
(TCM) about kick-down checking the warning lamps. The general
 Present engine torque, used to check the line warning lamp lights in the event of a fault
pressure of the transmission  Via the central electronic module (CEM),
 Throttle opening, used to calculate gear text message in the driver information
changes. Sport mode and kick-down module (DIM). The driver receives different
 Accelerator pedal (AP) position, used to error messages from the transmission control
calculate the gear-shift timing. module (TCM)
 The transmission control module (TCM)
transmits signals on the controller area
network to the engine control module (ECM)
to light the malfunction indicator lamp (MIL)
in the driver information module (DIM) in
the event of emissions related faults.
 The gear selector module (GSM) transmits a

signal via the transmission control module
(TCM) indicating that the gear selector is
locked in position P. The central electronic
module (CEM) uses this information to
control the ignition switch interlock function
 The transmission control module (TCM)
transmits a signal via the central electronic
module (CEM) to light the back-up

(reversing) lamp.

WINDSHIELD AND HEADLAMP WASHING (2006-2012)

DESIGN
WASHER SYSTEM, GENERAL
Fig. 241: Identifying Washer System

NOTE: The illustration shows the basic appearance of the Washer system, 4 cylinder
engines and the Washer system, 5 cylinder engines.
1. Washer can, or two washer cans

2. Dual pump or Monopump
3. High pressure pump
The washer system consists of:
 Washer can (1) (one or two depending on washer system)

 Dual pump (2) for windshield washing and rear window washing (3 and 5-door models); Monopump for
windshield washing (2 and 4-door models)
 High pressure pump (3) (vehicles with headlamp washing)
 Level sensor (4)
 Hoses and nozzles for headlamps, windshield and rear windshield.
There are two different washer systems, depending on the engine variant. The washer cans have a different
design and volume:
 4 cylinder engines have two washer cans holding a total of 4.1 liters
 5 cylinder engines have one washer can holding a total of 6.3 liters.
For further information concerning the washer systems, see WASHER SYSTEM, 4 CYLINDER ENGINES
or WASHER SYSTEM, 5 CYLINDER ENGINES.
The pumps and the level sensor are located on the lower section of the washer can.
The pumps are mounted in the washer can using rubber bushings. The filters are integrated in these rubber
bushings.
WASHER SYSTEM, 4 CYLINDER ENGINES

Fig. 242: Identifying Washer System For 4 Cylinder Engines

1. Washer nozzle windshield washing with check valve

2. Hose windshield washing
3. Headlamp wash / wipe with nozzle
4. Hoses headlamp washing
5. Hoses rear windshield washing and nozzle
6. Washer can
7. Filling tube with cover
8. Washer can
The washer system comes in two versions - one for 3 and 5-door models and one for 2 and 4-door models.
Both variants can be ordered with or without headlamp wash / wipe. Vehicles with headlamp wash / wipe have
a high pressure pump located on the outside of the washer can (6).
Because 3 and 5-door models have rear window washing, they have a dual pump located on the washer
reservoir instead of the standard monopump.
WASHER SYSTEM, 5 CYLINDER ENGINES

Fig. 243: Identifying Washer System For 5 Cylinder Engines

1. Washer nozzle windshield washing with check valve

2. Hoses windshield washing
3. Washer can
4. Filling tube with cover
5. Hoses headlamp washing
6. Headlamp wash / wipe with nozzle
7. Hoses rear windshield washing and nozzle
The washer system comes in two versions - one for 3 and 5-door models and one for 2 and 4-door models.
Both variants can be ordered with or without headlamp wash / wipe. Vehicles with headlamp wash / wipe have
a high pressure pump located on the outside of the washer can (3).
Because 3 and 5-door models have rear window washing, they have a dual pump located on the washer
reservoir instead of the standard monopump.
FUNCTION
WASHER SYSTEM
Washer nozzle
There are also washer nozzles on the hood and bumper cover for cleaning the windshield and headlamps.
The check valve in the windshield washer nozzle prevents windshield washer fluid from flowing back into the
system.
Vehicles with three or five doors also have a jet to clean the rear window.
Washer pump
There are two different types of washer pump.
The monopump is used for washing the windshield (2 and 4-door models).
The dual pump is used for washing both the windshield and the rear windshield (3 and 5-door models). The
pump is double acting. The dual pump changes direction when rear windshield washing is activated, washing
though the rear windshield washing outlet.
High pressure pump
The high pressure pump is used for headlamp wash / wipe.
Level sensor
The central electronic module (CEM) monitors the washer fluid level in the washer can using the level sensor.
The switch in the level sensor gives a signal when the level is below 0.7 liters. A text message indicating that it
is necessary to fill with washer fluid is displayed in the driver information module (DIM).
The headlamp washers are not activated if the level in the washer can is lower than 0.7 liters.
ENGINE PERFORMANCE Ignition And Control Systems - Component location
ENGINE PERFORMANCE
Ignition And Control Systems - Component location
ENGINE COMPARTMENT (B5244S4; 2006-2007)

LOCATION OF COMPONENTS
Fig. 1: Locating Engine Compartment Components

Not all the following components are necessarily in the car. The components vary between engine types.
Component Located at/on:

1 Injectors (5 x) The intake manifold.
2 Intake camshaft reset valve Engine, timing belt side, the by camshaft.
Air conditioning (A/C) system high pressure pipe
3 A/C pressure sensor
(thin pipe).
Air conditioning (A/C) system low pressure pipe
4 Air conditioning (A/C) pressure switch
(thick pipe).
5 Ignition coil (5 x) The cylinder head.
Evaporative emission system (EVAP)
6 valve Cylinder block, by cowl panel.

7 Camshaft position (CMP) sensor, intake Engine, flywheel side, by the camshaft.
8 Integrated relay/fusebox
9 Engine speed (RPM) sensor Above the flywheel.
Mass air flow (MAF) sensor and intake air
10 The intake manifold.
temperature (IAT) sensor, intake
11 Engine coolant temperature (ECT) sensor The thermostat housing.
12 Pressure sensor, intake Engine, flywheel side.
13 Engine control module (ECM) The air cleaner (ACL) module.
The cylinder block, under the air cleaner (ACL)
14 Knock sensor (KS)
module.
15 Engine cooling fan (FC) control module
16 Oil pressure switch Lower front edge of the engine.
17 Throttle unit The intake manifold.
18 Fuel pressure/fuel temperature sensor Fuel rail right face
ENGINE COMPARTMENT (B5254T3/T7; 2006-2012)

Fig. 2: Locating Engine Compartment Components

Not all the following components are necessarily in the car. The components vary between engine types.
Component Located at/on:

1 Injectors (5 x) Intake manifold.
2 Intake camshaft reset valve Engine, timing belt side, by camshaft.
3 Exhaust camshaft reset valve Engine, timing belt side, by camshaft.
Air conditioning (A/C) system high pressure pipe
4 A/C pressure sensor
(thin pipe).
Air conditioning (A/C) system low pressure pipe
5 Air conditioning (A/C) pressure switch
(thick pipe).
6 Turbocharger (TC) control valve The turbocharger (TC).
7 Ignition coil (5 x) The cylinder head.
Evaporative emission system (EVAP)
8 Intake manifold.
valve
9 Camshaft position (CMP) sensor, intake Engine, flywheel side, by the camshaft.
10 Camshaft position (CMP) sensor, exhaust Engine, flywheel side, by the camshaft.
11 Integrated relay/fusebox
12 Engine speed (RPM) sensor Above the flywheel.
13 Mass air flow (MAF) sensor The air cleaner (ACL) module.
14 Engine coolant temperature (ECT) sensor The thermostat housing.
15 Engine control module (ECM) The air cleaner (ACL) module.
The cylinder block under the air cleaner (ACL)
16 Knock sensor (KS)
module.
17 Engine cooling fan (FC) control module
18 Oil pressure switch Lower front edge of the engine.
The charge air cooler (CAC) upper right-hand
19 Boost pressure sensor
section.
20 Throttle unit The engine intake manifold.
21 Fuel pressure sensor/fuel temperature Fuel rail right face.
sensor
HVAC Climate Units - Installation Instructions, Accessories
HVAC
Climate Units - Installation Instructions, Accessories
ELECTRIC ENGINE BLOCK HEATER, 110V (2006-2008)

ELECTRIC ENGINE BLOCK HEATER, 110V
PREPARATIONS






 Remove the left front wheel.

Fig. 6: Identifying Front Bumper

 Detach the right and left-hand end faces of the bumper.

 Grip the bumper from the inside and pull it forward in order to detach the two holders under the
headlamps.
 Remove the bumper, unplug the connectors for the fog lamps and place the bumper on a surface that does
not damage the paintwork.
NOTE: Removal of the bumper is facilitated if carried out by two people.

Fig. 7: Identifying Nuts, Screw And Left-Hand Fender Liner

Remove:
 the nuts
 the screw
 the left-hand wing liner.
Fig. 8: Identifying Screws Holding Engine Splash Guard

 Remove the screws and the engine splash guard.
INSTALLING THE FRONT CONNECTOR.

Fig. 9: Identifying Hole In Bumper Cover Grille

 Cut out a hole in the bumper cover grille.
Fig. 10: Identifying File

 File away any irregularities.

Fig. 11: Cable And Protective Cover

 Take the cable harness and thread on the protective cap's eyelet.
Fig. 12: Connector And Holder

 Install the front connector in the mounting.

Fig. 13: Folding Cover Over Connector

 Lift the mountings at the back in order to lock the front connector.
Fig. 14: Identifying Front Engine Block Heater Socket

 Install the attachment plate in the front connector with the screw and nut. Do not tighten too hard, it must
be possible to guide the connector into the mounting.
Fig. 15: Identifying Mounting Plate Studs

 Cut away the three rectangular studs on the attachment plate.
Fig. 16: Identifying Cable Harness Routed Through Hole In Grille

 Route the cable harness through the hole in the grille so that the front connector is in contact with the
grille.
Fig. 17: Identifying Integrated And Spacer Washer

 Cut away any protrusions on the grille where the spacer washer shall be located.
 Secure the front connector from the inside with a screw and spacer washer.
Fig. 18: Identifying Protective Cap On Connector

 Check the function. Install the protective cap on the front connector.

Reinstall:
 the air baffle

 the bumper. Make sure that the air baffle is positioned correctly in its mounting against the bumper. Press
on so that the catches under the headlamps attach.
 the five clips and the screws in the top edge.
 the connectors to the fog lamps.
NOTE: Installation of the bumper is facilitated if carried out by two people.
CABLE ROUTING

 Install three clips on the panel edge on the underside of the left-hand front member.
Fig. 21: Identifying Left-Hand Bracket

 Remove the air baffle in front of the engine splash guard in order to gain access to insert the cable
between the front grille's left-hand side end face and the seal in front of the radiator.
 Route the front connector cable by the seal at the lower front grille's left-hand side end face. Route it on
the top of the radiator's left-hand bracket (1) and up to the lower edge of the side member. Route it along
the lower edge of the front member and over the drive shaft. Guide the cable up slightly in the engine
compartment.
Fig. 22: Identifying Cable Pressed Into Previously Installed Clips

 Press the cable into the previously installed clips.

 Clamp the cable into the brake pipe with a double clamp (1).
 Reinstall the air baffle in the bumper cover and to its rear mounting in the bracket, in the lower edge of
the radiator.
Fig. 23: Identifying Cable Secured To Strut Using Tie Strap

 Locate the cable as shown in the illustration, and clamp it in on the subframe bracket using a tie strap.
Fig. 24: Identifying Clips On Front Edge Of Panel Above Windscreen Wiper Motor
 Install three clips with tie straps on the front edge of the panel under the windscreen wipers.
 Guide the cable up to the top of the engine compartment to the position shown in the illustration.
Fig. 25: Identifying Front Intake Cable

 Install the front socket cable using tie straps.

 Guide the cable down at point (1) and route it through the engine compartment (behind the AC pipes),
down to the right-hand link arm's mounting.
Fig. 26: Identifying Cable Clamped From Top Of Engine Compartment Using Tie Strap
 Clamp in the cable, from the top of the engine compartment and down, using a tie strap.
NOTE: The cable must not be clamped directly to AC, fuel or brake pipes.
Fig. 27: Identifying Tie Strap Securing Cable

 Clamp in the front socket cable at the top of the subframe bracket using a tie strap.
Fig. 28: Identifying O-Ring On Front Engine Block Heater Socket's Connector
 Grease the O-ring on the front socket's cable with low temperature grease (P/N 1161427).
NOTE: There must be no grease on the connector pins.
INSTALLING THE ENGINE BLOCK HEATER

Fig. 29: Identifying Drain Nipple In Radiator Pipe

 Remove the cap on the cooling system expansion tank.

 Install a hose on the engine block drain nipple. Open the nipple and drain the coolant into a collection
container.
 Close the nipple and remove the hose.
Fig. 30: Identifying Left-Hand Radiator Hose

 Remove the clamps and radiator hose from the radiator pipe and the oil cooler. They shall not be re-used.
Fig. 31: Installing Engine Block Heater

 Install the engine block heater on the bracket with a rubber coated clamp and screw, in the position as
shown in the illustration. Do not tighten the screw yet.
Fig. 32: Positioning Engine Block Heater

 The engine block heater's short pipes must be at right-angles to the long side of the bracket.
Fig. 33: Checking Distance Between Short Pipes And Bracket

 Make sure that the distances between the short pipes and the bracket are equal.
Fig. 34: Identifying Hoses To Heater

 Take two short heater hoses and four hose clamps from the kit. Install the two hoses to the engine block
heater with the shortest hose on top.
 Tighten the hoses to the engine block heater using the hose clamps located as shown in the illustration.
Fig. 35: Identifying Hose Clamps On Hoses

 Fit the two remaining hose clamps onto the engine block heater hoses as shown in the illustration.
Fig. 36: Installing Engine Block Heater Assembly

 Guide the engine block heater up into position behind the oil cooler. Install the engine block heater's
hoses on the outlet and the pipe for the oil cooler.
 Take the three self-tapping screws and the three spacer washers from the kit. Tighten the bracket with the
engine block heater into the rear edge of the oil sump.
NOTE: The screws are self-tapping so it may be difficult to screw them in. Make
sure that the screws are centered straight in the holes.
Fig. 37: Identifying Hose Clamps

 Tighten the two loose hose clamps and adjust the position of the engine block heater connector so that it
does not make contact with the servo hose, charge air hose or drive shaft.
 Tighten the engine block heater firmly to the bracket.
Fig. 38: Identifying Protective Sleeve

 Take the deflector hose from the kit and thread it onto the routed cable as far as possible. The deflector
hose may need to be cut slightly to fit. It must cover the cable from where it is clamped at the right-hand
strut, up to and including the connector to the engine block heater.
Fig. 39: Identifying Locking Sleeve Over Joint

 Press in a locking sleeve over the cable splice.
Fig. 40: Identifying Protective Sleeve Over Heater Switch

 Pull the deflector hose down over the engine block heater's connector. Take a grey tie strap from the kit
and tighten it into the lower edge of the deflector hose.
 Reinstall the left-hand wing liner. Tighten the wing liner to the left-hand side member.
 Tighten the two wing liners to the bumper cover on the right and left-hand sides.
 Refit the covers to the nozzles for the headlamp high-pressure washers.
 Fill with coolant, run the engine to operating temperature, bleed the cooling system and check that there
are no leaks.
 Reinstall the engine splash guard.
 Refit the front wheel. Torque tighten the wheel nuts alternately to 90 Nm (66 lbf. ft) .

ELECTRIC ENGINE BLOCK HEATER, 115V, 5-CYL.
INSTALLING THE FRONT ENGINE BLOCK HEATER SOCKET
 Assemble the front engine block heater socket using the parts from the kit, in accordance with
illustrations A, B, C and D.
Illustration A

Illustration B

Illustration C

Illustration D

Fig. 45: Identifying Small Lug On Rear Mounting Plate Cut Away
 Cut off the small lug on the rear mounting plate from the kit.
Illustration A
Fig. 46: Identifying Cable Inserted Through Top Hole Furthest To Left In Lower Front Grille
 Insert the cable through the top hole furthest to the left in the lower front grille.
Illustration B

 Install the front engine block heater socket in the hole below, center it in the hole. Tighten in the
connector using a Torx screw (L=40 mm) and the mounting plate from the kit.
 Reinstall the bumper cover using the five clips and the two screws in the upper edge.
PREPARATIONS










headlamps.

Remove:
 the nuts
 the screw
 the left-hand wing liner.


 Cut out a hole in the bumper cover grille.




 Install the front engine block heater socket's connector in the mounting.

 Lift the mountings at the back in order to lock the connector.


 Install the mounting plate in the connector with the screw and nut. Do not tighten too hard, it must be
possible to guide the connector into the mounting.

 Cut away the three rectangular studs on the mounting plate.


 Route the cable harness through the hole in the grille so that the front engine block heater socket's
connector is in contact with the grille.

 Tighten in the connector using a Torx screw with integrated washer (L=14 mm) , and a spacer washer
from the kit.

 Check the function. Install the protective cap on the connector.

Reinstall:
 the air baffle


CABLE ROUTING

 Install three clips from the kit on the panel edge on the underside of the left front member.
Illustration A
Fig. 68: Identifying Radiator's Left-Hand Bracket And Bracket

 Remove the air baffle from underneath the bumper cover in order to allow access for inserting the cable
between the left-hand side end face of the front grille and the seal in front of the radiator.
 Route the front engine block heater socket's cable through at the seal by the lower front grille's left-hand
side end face. Route it above the radiator's left-hand bracket (1) and up to the lower edge of the side
member. Clamp it by the bracket (1) using a tie strap from the kit. Route it along the lower edge of the
front member and over the drive shaft. Route the cable up slightly in the engine compartment.
Illustration B


 Reinstall the air baffle in the bumper cover and to its rear mounting in the bracket, in the lower edge of
the radiator.
 Press the ends of the bumper cover into place on the body.
Fig. 70: Identifying Cable Positioned And Clamped Using Tie Strap
 Position the cable as shown in the illustration, and clamp it in at the top of the strut using a tie strap from
the kit. Route it up to the top of the engine compartment.
 Install three clips from the kit on the front edge of the panel above the windscreen wiper motor.
Illustration A

 Press the front intake cable into the clips. Guide down the cable at point (1) and route down through the
engine compartment (behind the AC pipes) down to the strut in the right link arm mounting.
Illustration B
Fig. 74: Identifying Tie Strap Clamping Cable From Front Engine Block Heater Socket
 Clamp the cable from the front engine block heater socket in at the top of the strut using a tie strap from
the kit.
 Grease O-ring on the front engine block heater socket's connector using low temperature grease (P/N
1161417-9).
NOTE: Do not get any grease on the surfaces of the connector.

 Remove the cover on the radiator expansion tank.

 Unscrew the drain nipple in the radiator pipe above the oil cooler in front of the right drive shaft. Drain
the coolant.
Fig. 77: Identifying Hose Clamps Of Left Oil Cooler Hose

 Detach the hose clips of the left oil cooler hose and remove the hose.
 Put the hose to the side.
Fig. 78: Identifying Bracket, Bolts And Washers

 Take a bracket, two bolts and washers from the kit. Fasten the bracket in the existing holes on the left side
of the oil cooler.
NOTE: The screws are self-tapping so it may be slow inserting them. Make sure
that the screws are centered straight into the holes, so that the screw
heads are flat against the bracket.
Fig. 79: Identifying Heater, Rubber-Clad Clamp And Bolt

 Take the heater, rubber-clad clamp and bolt from the kit. Fasten the heater with the clamp. The
connections should point straight back.
Fig. 80: Identifying Hose Between Radiator Pipe And Upper Heater Socket
 Take the long hose and two hose clips from the kit. Connect the hose between the radiator pipe and upper
heater socket.
 Tighten the hose clips.
Fig. 81: Identifying Hose Between Oil Cooler And Lower Outlet On Heater
 Take the remaining hose and two hose clamps from the kit. Connect the hose between the oil cooler and
the lower outlet on the heater. The end with the long straight section must be connected to the oil cooler.
Fig. 82: Identifying Joint Cable

 Take the radiation shield from the kit and thread on the joint cable of the heater.
Fig. 83: Identifying Short Electrical Cable And Engine Block Heater
 Connect the short electrical cable (which was routed earlier) to the engine block heater. Press it firmly
into the engine block heater connection.
 Press in a locking sleeve from the kit over the cable splice.
Fig. 84: Identifying Grey Tie Strap

 Pull the radiation shield up so that it fully covers the connector on the heater.
 Take the grey tie strap kit and clamp the radiation shield by the heater in the upper edge.
Illustration A applies to cars without turbocharger

Fig. 85: Identifying Double Tie Straps

On cars without turbo, route the cable with radiation shield below the power steering hoses/pipes.
 Fit a double tie strap to the two steering gear pipes and the cable with radiation shield.
 Fit the double tie strap over the hoses' press sleeves.
Illustration B applies to cars with turbocharger

On cars with turbo, route the cable with radiation shield under the power steering hoses/pipes and under the
turbo pipe.
 Fit a double tie strap to turbocharger pipe and the cable with radiation shield.
 Fit a double tie strap to the cable and the left power steering pipe.
 Reinstall the left-hand wing liner. Tighten the wing liner to the left-hand side member.
are no leaks.
 Remount the front wheel and tighten the wheel bolts to 90 Nm (66 lbf. ft.) .

ELECTRIC ENGINE BLOCK HEATER, 230V, 5 CYL
Fig. 87: Identifying Protective Film

 Install the protective film along the outside of the bumper's left-hand corner.





 Press in the center of the clips (1) and remove them. Remove the screws (2).

 Remove the left and right-hand front wheels.


 Detach the right and left-hand ends of the bumper.

headlamps.
HINT: Removal of the bumper is facilitated if carried out by 2 people.

 Unscrew and remove the bolt and nuts securing the wing liner.
 Remove the wing liner.

 Remove the screws holding the engine splash guard and remove the guard.
Fig. 96: Identifying Pre-Marking On Inside Of Bumper

 Locate the pre-marking on the inside of the bumper cover on the left-hand side of the car.
 Drill using a Ø 10mm (3/8") diameter drill bit inside the 4 corners of the pre-marking.
 Take a sharp knife and carefully cut out the pre-marked area in the bumper cover on the left-hand side of
the car.
NOTE: Cut carefully. It is easy to slip with the knife and move outside the
markings.
Fig. 97: File Down Hole Edges

 Remove shavings and smaller irregularities with a file. Do not damage the paintwork and follow the pre-
marking accurately.
 Install the box for the front engine block heater socket from the kit. Check that it aligns. Adjust the hole
using a knife or file as necessary.
Fig. 98: Routing Cable And Aligning Box

 Take the cable harness with front socket and box from the kit.
 Route the cable through the box and fit the connector.
 Pull in the cable and align the box in the hole made in the bumper.
Fig. 99: Installing Cable Bracket

 Take the bracket and the large plastic nut from the kit and thread the cable harness through them.
 Pull forward the bracket to the inside of the bumper and tighten the box with the large plastic nut. Plug
the electrical connector into the front socket as a counterhold for when the latter is tightened.
Fig. 100: Checking Connector Cover

 Check that the connector cover works as intended.


 Reinstall the bumper cover. Use the five clips and the two screws at the top edge. Ensure that the air
baffle is correctly positioned in its mounting.
 Press in so that the clips under the headlamps fasten.
 Reinstall the connectors for the fog lamps if fitted.
 Press the ends of the bumper cover into place on the body.
HINT: Installation of the bumper is facilitated if carried out by 2 people.

 Install three clips on the panel edge on the underside of the left-hand front member.

 Route the cable for the front socket from the front edge of the washing fluid reservoir, on along the lower
edge of the front member and up over the drive shaft. Guide the cable up slightly in the engine
compartment.
 Clamp the cable into the brake pipe with a double clamp (1).
Fig. 104: Identifying Double Clamp

 Clamp the electrical cable into the lower of the two horizontal brake pipes at the top edge of the cowl
panel using a double clamp.
Fig. 105: Identifying Tie Strap

 Clamp the electrical cable into the hole in the bracket for the radiator's left-hand lower mounting using a
tie strap (1).
Fig. 106: Identifying Hole For Ground Lead On Outside Of Left-Hand Front Member
 Drill a hole for the mounting of the ground lead on the outside of the left-hand front member.
 Treat the edges of the holes using a rust-proofing agent.
Fig. 107: Identifying Ground Lead With Screw And Toothed Washer
 Install the ground lead in the drilled hole using a screw and toothed washer.
 Affix the excess length of ground lead at the existing clips.
Fig. 108: Identifying Clips At Front Of Panel Over Windscreen Wiper Motor
 Install three clips on the front edge of the panel above the windscreen wiper motor.
Fig. 109: Identifying Cable Inserted At Point

 Press the cable into the clips.

 Guide the cable down to point (1) and route it down through the engine compartment (behind the AC
pipes), down to the stay in the right-hand link arm mounting.

 Clamp in the cable, from the top of the engine compartment and down, using a tie strap at existing cables
and pipes.
NOTE: The cable must not be clamped in so that it is in direct contact with AC,
fuel or brake pipes.

 Clamp the cable in using a double clamp as shown in the illustration.
Fig. 112: Identifying O-Ring

 Grease the O-rings on all of the engine block heater's cables, and if the car shall be equipped with a
passenger compartment connector socket, all of the O-rings on its cables. Use low temperature grease
(P/N 1161417-9).
Applies to cars where the engine block heater and passenger compartment connector socket are installed
at the same time.
 Follow the installation instructions for the passenger compartment connector socket.

 Take the short cable from the kit and connect it to the routed cable (1) from the front socket.
 Firmly press the cable junction together.
Fig. 114: Identifying Locking Sleeve

 Press in a locking sleeve over the cable splice.

Fig. 115: Identifying Double Tie Strap

 Install a double tie strap around the subframe's bracket and cable splice. Make sure that the cable splice is
secured in the center of the bracket and tighten the double clamp thoroughly.

 Install a hose on the engine block drain nipple for coolant, open the nipple and drain the coolant into a
collection container. Close the nipple and remove the hose.
Fig. 117: Identifying Left-Hand Radiator Hose

 Remove the clamps and cooler hose from the oil cooler and radiator pipe. Place these to one side, they
shall not be used again.
Illustration A
Fig. 118: Installing Engine Block Heater

 Take the engine block heater, rubber coated clamp and bolt from the kit and install the engine block
heater on the bracket in the position shown in the illustration. Do not tighten the bolt yet.
Illustration B
Fig. 119: Positioning Engine Block Heater

 The engine block heater's short pipes must be at right-angles to the long side of the bracket.
Illustration C
Fig. 120: Checking Distance Between Short Pipes And Bracket

 Make sure that the distances between the short pipes and the bracket are equal.
Fig. 121: Identifying Hoses To Heater

 Take two short heater hoses and four hose clamps from the kit.
 Install the two hoses to the engine block heater with the shortest hose on top.
 Tighten the hoses to the engine block heater using the hose clamps located as shown in the illustration.
Fig. 122: Identifying Hose Clamps On Hoses

 Fit the two remaining hose clamps onto the engine block heater hoses as shown in the illustration.
Fig. 123: Installing Engine Block Heater Assembly

 Guide the engine block heater up into position behind the oil cooler and install the engine block heater
hoses onto the outlet to the oil cooler and the pipe to the oil cooler.
 Take the three self-tapping screws and the three spacer washers from the kit and tighten the console with
the engine block heater to the rear edge of the oil sump.

 Tighten the two loose hose clamps and adjust the position of the engine block heater connector so that it
does not make contact with the servo hose or charge air hose.
Fig. 125: Identifying Locking Sleeve Over Joint

 Connect the short electrical cable (1) that was routed earlier, to the engine block heater. Press it firmly
Illustration A

Illustration B
Fig. 127: Identifying Excess Cable

 The cable between the engine block heater and the cable splice on the stay to the subframe has a certain
excess and must be clamped together: take a double clamp and tie strap from the kit and clamp up the
excess cable as shown in illustrations A and B.
 Reinstall the left-hand wing liner and tighten it in.

 Refill the drained coolant, run the engine to operating temperature, bleed the cooling system and check
that there is no leakage.
 Refit the front wheels. Tighten the wheel nuts alternately. Tighten to 90 Nm (66 lbf. ft.) .

ELECTRIC ENGINE BLOCK HEATER, 230V, 5 CYL
INSTALLING THE FRONT INTAKE

Fig. 128: Identifying Protective Film

 Install the protective film along the outside of the bumper's left-hand corner.





Fig. 133: Identifying Screws Holding Bumper Cover At Left-Hand Wing Liner



headlamps.
HINT: Removal of the bumper is facilitated if carried out by two people.

 Unscrew and remove the bolt and nuts securing the wing liner.
 Remove the wing liner.

Fig. 137: Identifying Pre-Marking On Inside Of Bumper

 Locate the pre-marking on the inside of the bumper cover on the left-hand side of the car.
 Use a Ø10mm (3/8") drill bit to drill inside the four corners of the pre-marking.
 Take a sharp knife and carefully cut out the pre-marked area in the bumper cover on the left-hand side of
the car.
markings.
Fig. 138: File Hole Edges

 Remove shavings and smaller irregularities with a file. Do not damage the paintwork and follow the pre-
marking accurately.
 Install the box for the front engine block heater socket from the kit. Check that it aligns. Adjust the hole
using a knife or file as necessary.
Fig. 139: Installing Cable And Box

 Take the cable harness with front socket and box from the kit.
 Route the cable through the box and fit the connector.
 Pull in the cable and align the box in the hole made in the bumper.
Fig. 140: Installing Cable Bracket

 Take the bracket and the large plastic nut from the kit and thread the cable harness through them.
 Pull forward the bracket to the inside of the bumper and tighten the box with the large plastic nut. Plug
the electrical connector into the front socket as a counterhold for when the latter is tightened.
Fig. 141: Checking Connector Cover Operation

 Check that the connector cover works as intended.
INSTALLING 2010-
Fig. 142: Identifying Area For Cleaning

 Clean the bumper cover where the wing template is to be positioned.

 Wipe dry.
Fig. 143: Cutting Template

 Find the template for C70 MY 2010 in the installation instructions. Cut it out following the dotted lines.
Fig. 144: Installing And Cutting Template

 Position the templates following the curves of the surface between the lower grille and panel for the fog
lamps and tape it according to the image.
 Take a sharp knife. First make a thin cut along the edges of the inside of the template. This provides a
groove to follow. Then cut carefully out of the bumper cover.
NOTE: Cut carefully. It is easy to slip with the knife and move outside the template.
 Remove the template.

 Install the protective cover for the front engine block heater socket from the kit. Check that it aligns.
Adjust the hole using a knife or file as necessary.
 Smooth off the hole edges. Remove any shavings.

Fig. 146: Identifying Nut Holding Wing Liner At Left-Hand Front Member
 Remove the nut holding the left-hand fender liner to the front member.
 Bend the front edge of the left-hand fender liner up over the brake calliper.

Fig. 148: Pulling Hooks To Side And Removing Cover

 Carefully pull the hook to the side and remove the cover. Repeat on the other side.



headlamps.
HINT: Removal of the bumper is facilitated if carried out by two people.
Fig. 151: Installing Cable

 Press the protective cover (from the kit) into place in the hole cut in the bumper shell.
 Insert the cable for the front engine block heater socket together with the ground lead from the kit through
the protective cover.
Fig. 152: Installing Cable's Mounting And Nut

Illustration A
 Install the mounting and nut from the kit. Connect the connector to the front engine block heater socket.
Use the connector as a counterhold when tightening.
Illustration B
 Turn the front intake connector so that the cover opens outwards to the side.
 Tighten the front engine block heater socket to the bumper shell.
B
Fig. 153: Close Connector Cover


Illustration A
Fig. 155: Positioning The Template

 Position the template in the corner of the bumper cover embossing and align it against the upper edge of
the right-hand edge.
Illustration B
Fig. 156: Install Template Onto Bumper

 Tape the template to the bumper cover.

template.


 Remove the seven screws from the engine splash guard.
Fig. 159: Removing Wheel


 Remove the four screws holding the bumper cover in the wing liner on the left and right-hand sides.
 Remove the nut holding the left-hand fender liner to the front member.
 Bend the front edge of the left-hand fender liner up over the brake calliper.

 Push in the center of the five clips (1). Remove the clips.
 Remove the two screws (2).
Illustration A

Illustration B

Illustration A
Fig. 164: Removing Bumper Cover Corner

 Apply a piece of tape to the panel of the wing edge to protect it.
 Carefully pry off the corner of the bumper cover using a weatherstrip tool until the three hooks on the
inside release.
Illustration B
Fig. 165: Identifying Bumper Cover With Air Baffle

 Remove the bumper cover with air baffle by grasping the ends and pulling forwards until the remaining
hooks under the lamps release.
NOTE: Get help from a colleague for this procedure.
 Disconnect the connectors for the fog lamps or parking assistance if applicable.
 Remove the pieces of tape from the edges of the wing.
Fig. 166: Installing Protective Cover

 Press the protective cover (from the kit) into place in the hole cut in the bumper shell.
Illustration A
Fig. 167: ************************Graphic Issue**************************

Illustration B
Fig. 168: Turn Connector So Cover Opens Backwards

 Turn the connector for the front engine block heater socket so that the cover opens backwards. Tighten
the front engine block heater socket to the bumper cover.
Fig. 169: Removing Wheel Arch Lining Screws

 Remove the screws from in the right and left fender liner and the plastic nut in the left fender liner.
Fig. 170: Remove Wheel Arch Lining

Fig. 171: Removing Panel

 Carefully pry off the panel at the lower edge and remove it. Place to one side. A new one can be found in
the kit.
A
Fig. 172: Installing Cable Through New Panel

 Take a new panel, front intake cable with washer and nut from the kit.
NOTE: The washer must be positioned as shown in the illustration.
 Insert the cable and ground lead through to the engine heater. Ensure the connector is turned so that the
cover's sides are parallel with the plates in the panel and that the cover opens from the panel's left-hand
side (Image B).
 Tighten the connector.
Fig. 173: Open Connector Cover

Fig. 174: installing Panel

 Insert the cable through the oval smaller hole on the rear of the panel.
 Press the panel into place.
APPLIES TO CAR MODELS WHERE THE BUMPER COVER IS REMOVED

 Reconnect the connectors for the fog lamps and parking assistance if applicable.
HINT: Installation of the bumper is facilitated if carried out by two people.

CABLE ROUTING


 Route the front intake cable from the front edge of the washer fluid reservoir, along the bottom edge of
the front member and over the drive shaft. Route the cable a bit into the engine compartment.
 Clamp the cable to the brake pipe using the double clamp (1) from the kit.

 Take a double clamp from the kit (similar to the previous step). Clamp the cable at the lower of the two
horizontal brake pipes in the top edge of the bulkhead.

 Clamp the cable in the hole in the bracket for the front left radiator mounting. Use a tie strap (1) from the
kit.
 Drill a Ø4 mm (5/32) hole for the ground lead, on the outside of the left-hand front member,
approximately as shown in the illustration.
 Secure the ground lead in the drilled hole. Use the screw and toothed washer from the kit.
Fig. 182: Identifying Three Clips On Front Edge Of Panel Above Windscreen Wiper Motor
Illustration A
Fig. 183: Pressing Front Intake Cable Into Clips


 Clamp the cable from the top of the engine compartment and down using a tie strap (Illustration B) and
double clamp (Illustration C) at existing cables and pipes.
NOTE: Do not clamp the cable directly to AC pipes, fuel lines, brake pipes or
power steering hoses and pipes. Make sure the cable does not chafe
against sharp edges or moving parts in the engine compartment.


 Lubricate the O-rings on all cables for the engine block heater and if the car is to have a passenger
compartment connector/timer relay, also lubricate the O-rings on these with low temperature grease P/N
1161417 .
Fig. 187: Pressing Rubber Guard On To Bracket

at the same time
 Take the bracket and the rubber guard from the kit for the passenger compartment connector socket. Press
the rubber guard on to the bracket.
Fig. 188: Identifying Position Cables

at the same time
 Tighten the junction connector at the bracket (included in the kit for the passenger compartment
connector socket) in the position shown in the illustration. Use the screw, toothed washer and nut from
the kit. The bracket must be parallel to the length of the junction connector.
Position (1) cable for the engine block heater
Position (2) cable for the passenger compartment socket
Position (3) cable from the front engine block heater socket.

Applies to cars where the engine block heater and timer relay are installed at the same time
 Tighten the timer relay at the bracket (purchased separately) in the position shown in the illustration. Use
the screw, toothed washer and nut from the kit. The bracket must be parallel to the length of the timer
relay.
 Connect the connector on the long cable harness (from the kit) to the timer relay.
 Press the rubber plug (1), part no. 346509 , (purchased separately) into place on the free socket in the
timer relay. Use butyl tape to secure the rubber plug.

Applies to cars where the passenger compartment connector socket and the timer relay are installed at
the same time
relay.

 Connect the short cable from the kit to the engine block heater, to the routed cable (1) from the front
socket. (When fitting junction connector/timer relay at the same time, the cable from the front socket is
connected to the single outlet on the junction connector/timer relay instead. Refer to the installation
instructions for passenger compartment socket/timer relay).

 Press a locking sleeve (from the kit) over the cable splice.

 Take a double tie strap from the kit. Install the double tie strap around the stay and the cable splice.
Ensure that the splice is secured in the center of the strut. Tighten the double clamp properly.


the coolant.

 Detach the hose clips of the left oil cooler hose and remove the hose.

of the oil cooler.

heater socket.
 Take the hose and two hose clips from the kit and connect them between the oil cooler and lower heater
socket. The end with the long, straight/cut part should be connected to the oil cooler (see illustration).


Applies to engines without turbo


Applies to engine with turbo

turbo pipe.
 Reinstall the left-hand fender liner. Tighten the fender liner to the left-hand side member.
are no leaks.
 Reinstall the front wheels and torque tighten the wheel nuts:
Step 1: Wheel to wheel hub, 20 Nm
Step 2: Wheel to wheel hub, 110 Nm
ELECTRIC ENGINE BLOCK HEATER, CONNECTOR OUTLET

ELECTRIC ENGINE BLOCK HEATER, CONNECTOR OUTLET, 4-CYL
PREPARATIONS
Fig. 205: Identifying Panel From Right-Hand End Of Dashboard

 Open the glove compartment lid.

 Remove the panel on the right-hand end of the dashboard by carefully prying it loose all around with a
weatherstrip tool, until the three clips on the inside release.

Fig. 206: Identifying Sill Trim Panel

 Remove the sill trim panel of the right front door by pulling it starting at the front edge until the clip
releases. Continue rearward until the remaining clips on the underside have released.
 Unhook the it from the B-post panel.
Fig. 207: Identifying Floor Carpet Pushed To One Side

 Move the carpeting aside to access the grommet in the firewall and install the passenger compartment
connector.
 Unscrew the clip holding the insulating mat to the body. Put it aside. It will not be used again.


 Remove the seven screws holding the engine splash guard and remove the guard.

 Cut the cable tie from around the brace and over the locking sleeve on the brace on the left control arm
mounting.
 Remove the locking sleeve over the cable splice and separate the cables.
INSTALLING THE JUNCTION CONNECTOR


 Grease the O-ring of the front intake cable, the passenger compartment connector cable and the junction
connector with low-temperature grease, part no. 1161417 .

 Take the bracket and the rubber guard from the kit for the passenger compartment connector. Press the
rubber guard onto the bracket.

 Tighten the junction connector at the bracket in the position shown in the illustration. Use the screw,
toothed washer and nut from the kit. The bracket must be parallel to the length of the junction connector.
 Position (1) cable for the engine block heater
 Position (2) cable for the passenger compartment connector
 Position (3) cable from the front engine block heater socket.
Fig. 213: Identifying Front Intake Cable Connected To Junction Connector

 Detach the cable from the front intake and engine heater from its clamps/clips to facilitate installation of
the passenger compartment junction connector.
 Connect the front intake cable (1) to the junction connector and press the cable splice together securely.
Fig. 214: Identifying Locking Sleeve Pressed Over Splice Of Front Intake Cable
 Press the existing locking sleeve over the splice of the front intake cable.
Fig. 215: Identifying Engine Heater Cable

 Connect the engine heater cable (1).

 Connect the cable (2) from the kit to the passenger compartment connector.
 Press the cables securely into the junction connector
Fig. 216: Identifying Locking Sleeves

 Press in the two locking sleeves from the kit over the cable splices.
Fig. 217: Identifying Rubber Guard Fitted Over Hose Clamp

 Fit the rubber guard from the kit over the hose clamp.
Illustration A
Fig. 218: Identifying Brace And Hose Clamp

 Fit the junction connector with the connected cables onto the brace (1) using the hose clamp (2) and
holder on the junction connector. Make sure that the junction connector ends up in the middle of the
brace.
Illustration B
Fig. 219: Identifying Position Of Junction Connector Adjusted

 Adjust the position of the junction connector so that the measurement is 135 mm (5 5/16") .
 Tighten the hose clamp securely.
 Reinstall the cables of the engine heater and front intake in their clamps.
CABLE ROUTING
Fig. 220: Identifying Cable Routed To Top Of Engine Compartment And Clamped With Double Clamp
 Route the cable (1) to the top of the engine compartment.

 Clamp the electrical cable with a double clamp at the lower of the two horizontal brake pipes at the top
edge of the firewall.
Fig. 221: Identifying Cable Guided Up To Top Of Engine Compartment

Illustration A
Fig. 222: Identifying Cable Guided Down At Point And Routed Down Through Engine Compartment
(Behind AC Pipes)
 Press the passenger compartment connector cable into the clips. Guide down the cable at point (1) and
route down through the engine compartment (behind the AC pipes) down to the stay in the right link arm
mounting.
Illustration B

 Clamp the cable from the top of the engine compartment and down using a tie strap (Illustration B) and
double clamp (Illustration C) at existing cables and pipes.
Illustration C

Fig. 225: Identifying Hole In Insulation Panel

 Make a hole in the insulating mat to access the rubber grommet in the firewall.
Fig. 226: Identifying Rubber Tip

 Use a knife to cut away the top of the large "rubber tip" in the firewall on the lower right side of the
engine compartment.
Fig. 227: Identifying Heat Shield

 Take the heat shield and cable tie from the kit. Fit the heat shield on the passenger compartment cable
connector. If the shield is too long, cut it to a suitable length.
Fig. 228: Identifying Rubber Grommet

 Grease the rubber grommet with low-temperature grease part no. 1161417 so that the connector slides
through more easily.
 Insert the passenger compartment connector cable through the rubber grommet and into the passenger
compartment. Guide all excess cable into the passenger compartment.
 Slide the heat shield toward the rubber grommet in the firewall and clamp it with the tie strap from the
kit.
 Remount the wheel and tighten the lug bolts to 90 Nm (66 lbf. ft.) .
Fig. 229: Identifying Cable Routed From Rubber Grommet To Firewall

 Route the cable from the rubber grommet to the firewall. Route it behind the cables to the electrical
distribution box.
INSTALLING THE PASSENGER COMPARTMENT CONNECTOR SOCKET
Fig. 230: Identifying Holes For Passenger Compartment Connector Bracket

 Move aside the insulating mat to drill holes for the passenger compartment connector bracket.
 Clean away sealant where one corner of the bracket will sit.
 Fit the bracket from the kit on the pin of the insulating mat's clip. Use the plastic nut from the kit.
 Align the bracket so that its edge (1) is parallel to the edge (2) in the front edge of the door opening.
 Drill the hole (3) in the body through the bracket using a Ø 3.5 mm (9/64") bit.
 Deburr the hole edges and apply anti-corrosion agent to them.
 Secure the bracket using a plastic nut bolt from the kit.
Fig. 231: Cutting Insulating Mat

 Reposition the insulating mat over the bracket. Use a carpet knife to make a cut in the insulating mat so
that the bracket is visible.
Fig. 232: Identifying Carpet Repositioned Over Bracket

 Reposition the carpeting over the bracket. Make holes in the carpeting for the screws to fasten the
passenger compartment connector.
Fig. 233: Identifying Locking Sleeve Pressed Over Cable Splice

 Connect the cable to the passenger compartment connector and secure it.
 Press a locking sleeve from the kit over the cable splice.
Fig. 234: Identifying Passenger Compartment Connector To Bracket With Screws

 Secure the passenger compartment connector to the bracket using screws from the kit.
 Reinstall the sill trim panel in the right-hand front door.
 Reinstall the right end panel of the dashboard.
ELECTRIC ENGINE HEATER, 110V (2007-2012)

ELECTRIC ENGINE HEATER, 110 V, 5-CYL
Illustration A, B, C and D

 Assemble the front engine block heater socket using the parts from the kit.



Fig. 239: Identifying Small Lug On Rear Mounting Plate Cut Away
 Cut off the small lug on the rear mounting plate from the kit.
Fig. 240: Identifying Cable Inserted Through Top Hole Furthest To Left In Lower Front Grille
 Insert the cable through the top hole furthest to the left in the lower front grille.

 Install the front engine block heater socket in the hole below, center it in the hole
 Tighten the connector using a Torx screw (L=40 mm) and the mounting plate from the kit.
PREPARATIONS

APPLIES TO -2009

APPLIES TO 2010-

 Carefully pull the hooks to the side and remove the cover.






 Remove the five screws holding the bumper shell in the fender liner on the left and right-hand sides.


headlamps.

Remove:
 the nuts
 the screw
 the left-hand fender liner.

INSTALLING THE FRONT ENGINE BLOCK HEATER SOCKET.
APPLIES TO 2009

 Cut out a hole in the bumper shell grille.




 Install the front engine block heater socket's connector in the mounting.

 Lift the mountings at the back in order to lock the connector.


 Install the mounting plate in the connector with the screw and nut. Do not tighten too hard, it must be
possible to guide the connector into the mounting.

 Cut away the three rectangular studs on the mounting plate.


 Route the cable harness through the hole in the grille so that the front engine block heater socket's
connector is in contact with the grille.

 Tighten in the connector using a Torx screw with integrated washer (L=14 mm) , and a spacer washer
from the kit.

 Check the function. Install the protective cap on the connector.
APPLIES TO 2010-
Fig. 261: Installing Connector Cap

 Take the connector cap from the kit and position it in front of the hole to the far left at the lower edge of
the grille as shown in the illustration.
 Make marks for drilling out holes in the bumper cover through the holes in the cap.
Fig. 262: Measuring For Installation

Fig. 263: Identifying Drill Holes And Dimensions

 Drill out the holes using a Ø 5 mm (13/64") diameter drill bit.

 Remove any shavings.
Fig. 264: Installing Protective Cap's Eyelet

Fig. 265: Routing Connector

 Insert the connector into the hole to the far left at the lower edge of the lower grille.
Fig. 266: Connect Cap Onto Connector

 Take the cap from the kit and place the connector in it.
Fig. 267: Installing Spacer Block

 Take the spacer block from the kit and secure in the cap.
Fig. 268: Rivet Connector To Cap

 Take rivets from the kit and rivet the connector to the cap.
Fig. 269: Installing Cover

 Push the cover onto the connector.


Reinstall:
 the air baffle

REMOVING THE BUMPER COVER
Fig. 271: Identifying Bumper Cover Screws

 Remove the screws from both sides.

Illustration A
Illustration B
 Carefully pull the hooks to the side and remove the cover. Repeat on the other side.

Fig. 274: Identifying Corner Of Bumper Cover

Illustration A
 Carefully pry off the corner of the bumper cover using a weatherstrip tool until the three hooks on the
inside release.
Illustration B
 Remove the bumper cover with air baffle by grasping the ends and pulling forwards until the remaining
hooks under the lamps release.
NOTE: Get help from a colleague for this procedure.
 Disconnect the connectors for the fog lamps or parking assistance if applicable.
Fig. 275: Identifying Bumper Cover With Air Baffle


 Take the front intake components from the kit and assemble them as shown in the illustration.


Fig. 279: Identifying Connector Components


 Route the cable harness through the hole in the grille.
Fig. 281: Identifying Connector With Screw, Washer And Spacer

 Tighten the connector with screw, washer and spacer from the kit in the position shown in the illustration.
 Push the cover onto the connector.
Fig. 282: Identifying Cover Pushed Onto Connector

CABLE ROUTING

Fig. 284: Identifying Radiator's Left-Hand Bracket And Bracket

 It may be necessary to detach the air baffle on the underside of the bumper shell to make it possible to fit
the cable between the front grille's left side end plate and the seal in front of the radiator on the S40/V50
and C70.
 Route the front intake cable through at the seal at the lower front grille's left-hand side end plate
(S40/V50 and C70) / from the fog light panel (C30). Route it on the top of the radiator's left bracket (1)
and up to the bottom edge of the side member. Clamp it at the bracket (1) using a tie strap from the kit.
Route it along the bottom edge of the front member and over the drive shaft. Route the cable up a bit in
the engine compartment.


 Reinstall the air baffle in the bumper shell and to its rear mounting in the bracket in the lower edge of the
radiator.

 Press the ends of the bumper shell into place on the body.
Fig. 286: Identifying Cable Positioned And Clamped Using Tie Strap
 Position the cable as shown in the illustration, and clamp it in at the top of the strut using a tie strap from
the kit. Route it up to the top of the engine compartment.

Fig. 290: Identifying Tie Strap Clamping Cable From Front Engine Block Heater Socket
 Clamp the cable from the front engine block heater socket in at the top of the strut using a tie strap from
the kit.
 Grease the O-ring on the front engine block heater socket's connector using low temperature grease part
no. 1161417 .



the coolant.

 Detach the hose clamps of the left oil cooler hose and remove the hose.

of the oil cooler.

heater socket.
 Take the remaining hose and two hose clamps from the kit. Connect the hose between the oil cooler and
the lower outlet on the heater. The end with the long straight section must be connected to the oil cooler.


Illustration A applies to cars without turbocharger

Illustration B applies to cars with turbocharger


turbo pipe.
 Reinstall the left-hand fender liner. Tighten the fender liner to the left-hand side member.
Step 1: 20 Nm (15 lbf. ft.)
Step 2: 110 Nm (81 lbf. ft.)
 Tighten the two fender liners to the bumper shell on the right and left-hand sides.
Step 2: 110 Nm (81 lbf. ft.)
Step 2: 110 Nm (81 lbf. ft.)
are no leaks.
Step 2: 110 Nm (81 lbf. ft.)
Step 2: 110 Nm (81 lbf. ft.)
 Reinstall the front wheels and tighten the wheel nuts to:
Step 2: 110 Nm (81 lbf. ft.)
ELECTRIC ENGINE HEATER, 230 V (2011-2012)

ELECTRIC ENGINE HEATER, 230 V, 5-CYL.
Fig. 303: Identifying Cap


Fig. 305: Identifying Lower Section Of Bumper

 Remove the four screws.

 Push in the center of the five clips (1). Remove the clips.
 Remove the two screws (2).


 Press the catch up. Remove the cover. Do not damage the painted surfaces or the washer nozzles
Fig. 309: Identifying Bumper Cover And Air Baffle

 Detach the ends of the bumper shell on the left and right-hand sides. Grasp the end of the bumper shell
inside the fender liner. Carefully pull the end of the bumper shell so that the two catches on the inside
release.
 Remove the bumper cover and air baffle. Pull the bumper cover and air baffle forwards until the
remaining catches under the lamps release.
 Disconnect the connectors for the fog lamps and parking assistance if applicable.
Fig. 310: Cutting Out Template

 Cut out the template by cutting along the outer edges of the dotted and solid line.
 place the template with the dotted section on the existing marking (perforation) on the bumper. Mark
according to the new, slightly recessed marking.
 Cut off the upper dotted section of the template and finish the new marking all the way around.
Fig. 311: Cutting Out Bumper Cover Hole

 Using a sharp knife, first make a thin cut along the edges of the new marking inside of the bumper cover.
Then carefully cut out the bumper cover hole.
 Cut off the upper dotted section of the template and finish the new marking all the way around.
WARNING: Cut carefully. It is easy to slip with the knife and move outside the
markings.
 Smooth off the hole edges. Remove any shavings.
Fig. 312: Identifying Cable For Front Intake With Ground Lead
 Take the protective cover from the kit and press it into the hole cut in the bumper cover.
 Take the cable for the front engine block heater socket with ground lead from the kit and thread them
through the protective cover.
Fig. 313: Identifying Mounting And Nut And Connecting Connector To Front Engine Block Heater
Socket
Fig. 314: Turning Front Intake Connector So Cover Opens

 Turn the front intake's connector so that the cover opens forward.
Fig. 315: Identifying Cleaning Area

 Clean the bumper cover where the wing template is to be positioned.

 Wipe dry.

 Find the template for C70 MY 2010 in the installation instructions. Cut it out following the dotted lines.
Fig. 317: Preparing Template

 Position the templates following the curves of the surface between the lower grille and panel for the fog
lamps and tape it according to the image.
WARNING: Cut carefully. It is easy to slip with the knife and move outside the
template.

 Smooth off the hole edges. Remove any shavings..

 Remove the nut holding the left-hand wing liner to the front member.
 Bend the front edge of the left-hand wing liner up over the brake calliper.


 Carefully pull the hooks to the side and remove the cover. Repeat on the other side.



headlamps.
HINT: This procedure is easier carried out by two people.

 Press the protective cover (from the kit) into place in the hole cut in the bumper cover.
Illustration A
Fig. 325: Installing Connector

Illustration B
Fig. 326: Turning Connector

 Turn the front intake connector so that the cover opens outwards to the side.

Fig. 328: Remove Wheel Arch Lining

 Remove the screws from in the right and left fender liner and the plastic nut in the left fender liner.
Fig. 329: Removing Wheel Arch Lining

Fig. 330: Removing Panel Cover

 Carefully pry off the panel at the lower edge and remove it. Place to one side. A new one can be found in
the kit.
Fig. 331: Inserting Cable Into New Panel

 Take a new panel, front intake cable with washer and nut from the kit.
NOTE: The washer must be positioned as shown in the illustration.
 Insert the cable and ground lead through to the engine heater. Ensure the connector is turned so that the
cover's sides are parallel with the plates in the panel and that the cover opens from the panel's left-hand
side (Image B).
 Tighten the connector.
Fig. 332: Remove Cover

Fig. 333: Installing Cable And Panel

 Insert the cable through the oval smaller of the holes behind the panel.
APPLIES TO CAR MODELS WHERE THE BUMPER COVER IS REMOVED

 Reconnect the connectors for the fog lamps and parking assistance if applicable.
HINT: This procedure is easier carried out by two people.


Cable routing
 Install three clips from the kit on the panel edge on the underside of the left front member

 Route the front intake cable from the front edge of the washer fluid reservoir, along the bottom edge of
the front member and over the drive shaft. Route the cable a bit into the engine compartment.
Fig. 337: Identifying Clamp



 Clamp the cable in the hole in the bracket for the front left radiator mounting. Use a cable tie (1) from the
kit.
 Drill a Ø4 mm (5/32) hole for the ground lead, on the outside of the left-hand front member,
approximately as shown in the illustration.
 Secure the ground lead in the drilled hole. Use the screw and toothed washer from the kit.
Fig. 342: Identifying Three Clips On Front Edge Of Panel Above Windscreen Wiper Motor

Fig. 344: Pressing Front Intake Cable Into Clips

Illustration A
engine compartment down to the strut in the right link arm mounting.

Illustration B
 Clamp the cable from the top of the engine compartment and down using a cable tie (Illustration B) and at
existing cables and pipes.
NOTE: Do not clamp the cable directly to AC pipes, fuel lines, brake pipes or power
steering hoses and pipes. Make sure the cable does not chafe against sharp
edges or moving parts in the engine compartment.
Fig. 346: Identifying Cable Tie


 Lubricate the O-rings on all cables for the engine block heater and if the car is to have a passenger
compartment connector/timer relay, also lubricate the O-rings on these with low temperature grease P/N
1161417 .
APPLIES TO CARS WHERE THE ENGINE BLOCK HEATER AND PASSENGER COMPARTMENT
CONNECTOR SOCKET ARE INSTALLED AT THE SAME TIME

 Take the bracket and the rubber guard from the kit for the passenger compartment connector socket. Press
the rubber guard on to the bracket.

 Tighten the junction connector at the bracket (included in the kit for the passenger compartment
connector socket) in the position shown in the illustration. Use the screw, toothed washer and nut from
the kit. The bracket must be parallel to the length of the junction connector.
1. Cable to engine block heater

2. Cable to passenger compartment connector
3. Cable from front intake

relay.
Connect the connector on the long cable harness (from the kit) to the timer relay.
1. Press the rubber plug (1), part no. 346509 , (purchased separately) into place on the free socket in the
timer relay. Use butyl tape to secure the rubber plug.
2. Position (2) cable for the engine block heater
3. Position (3) cable from the front engine block heater socket.

relay.
1. Position (1) cable for the passenger compartment socket


 Connect the short cable from the kit to the engine block heater, to the routed cable (1) from the front
socket. (When fitting junction connector/timer relay at the same time, the cable from the front socket is
connected to the single outlet on the junction connector/timer relay instead. Refer to the installation
instructions for passenger compartment socket/timer relay).


 Take a double tie strap from the kit. Install the double tie strap around the stay and the cable splice.
Ensure that the splice is secured in the center of the strut. Tighten the double clamp properly.
Fig. 355: Tightening Valve

NOTE: Be prepared to collect liquid that runs out.
 Tighten the valve when the coolant has drained.

Fig. 356: Identifying Hose Clamp

 Remove the hose clamp, pull loose the hose from the oil cooler and let the remaining coolant drain.
Fig. 357: Identifying Hose

 Install the hose again and cut it off approx. in the middle of the straight hose elbow.
Fig. 358: Identifying Hose End

 Pull loose the hose end and throw it away. New hose and nipple are included in the kit.
Fig. 359: Identifying Junction Nipple

 Get a junction nipple from the kit and insert half of it in the remaining hose part.
Fig. 360: Identifying Hose Clamp

 Take hose clamp from the kit and tighten down the nipple.
 Tighten the hose clamp securely.

of the oil cooler.
NOTE: The screws are self-tapping so it may be slow inserting them. Make sure that
the screws are centered straight into the holes, so that the screw heads are flat
against the bracket.

 Take the heater, rubberized clamp and bolt from the kit. Fasten the heater with the clamp in the upper
hole in the bracket. The hose connections on the heater should point backwards.

 Get junction cable and two hose clamps from the kit.
 Install the hose between the earlier installed junction nipple and the upper connection in the engine heater.
 Tighten the clamps securely. Make sure that the hoses do not rub against the drive shaft or hose clamps.
Fig. 364: Tightening Hose Clamps

 Get the last junction hose and the two remaining hose clamps from the kit. Connect the junction hose
between the remaining connections in the engine heater and the oil cooler.
 Tighten the clamps securely.
CAUTION: Ensure that the hoses do not catch the charge air pipe.


Fig. 367: Fastening Heater Cable

 Fasten the heater cable to the turbocharger pipe using a double tie strap from the kit.
Fig. 368: Pressing Locking Sleeve Over Cable Splice

Fig. 369: Identifying Grey Tie Strap Clamping Radiation Shield

Reinstall the detached components in reverse order.
Fill with coolant and run the engine to operating temperature.

REMOTE START, FUEL-DRIVEN HEATER

REMOTE START, FUEL-DRIVEN HEATER
Fig. 370: Identifying Ignition Switch OFF & Disconnected Negative Battery Lead

Fig. 371: Open The Boot Lid/Tailgate

 Open the boot lid/tailgate.

Fig. 372: View Of Trunk Compartment Floor Panel

 Lift up the cargo compartment divider.
Fig. 373: Removing Cover

Remove:
 the cover of the toolbox.

 the spare wheel, if in place.
Fig. 374: Removing Tools

 Take the tools out of the toolbox.
Remove:
 the clip.
 the screw.
 the toolbox.

 Remove the three screws and the lashing eyes from the floor.
Fig. 376: Removing Trunk Lid Stop Cover

 Remove the cover from the trunk lid stop. Use a weatherstrip tool to pry between the cover and the stop
to release the catches.
Fig. 377: Removing Lighting Connectors

 Remove the two light bulbs by pressing in the two catches at the top with a screwdriver.
Fig. 378: Remove Emergency Release Handle

For cars with emergency release handle in cargo compartment
 Remove the emergency release handle by pressing out the pin at the eye and unhooking the cable.
Fig. 379: Removing Sill Molding Screws

 Remove the two screws in the sill molding.

Fig. 380: Removing Sill Molding

 Remove the sill molding by pulling it upward until the clips release. Move the sill molding aside.
Fig. 381: Remove Cargo Compartment Carpeting

 Remove the cargo compartment carpeting.

Fig. 382: Removing Rubber Stop

 Remove the rubber stop on the roof's stop brace.
Fig. 383: Remove Roof's Stop Brace

 Mark out the roof's stop brace in relation to the screw.

 Remove the screw and the roof's stop brace.
Fig. 384: Remove Load Divider Lock

 Remove the load divider lock by using a weatherstrip tool to pry between the carpet and lock.

 Remove the screw and the lashing eye on the right side.
Fig. 386: Remove Stop Brace Cover

 Remove the stop brace cover.
Fig. 387: Remove Sill Panel Clips

 Undo the four clips on the side panel.

Fig. 388: Fold Out Side Panel

 Fold out the side panel to access the accessory electronic module (AEM).
Fig. 389: Remove Accessory Electronic Module

 Remove the accessory electronic module (AEM).

Fig. 390: Identifying Surface Area For Cleaning

 Clean the marked surface on the inside of the rear window using isopropanol, P/N 1161721 , and wipe
dry.
Fig. 391: Identifying Protective Backing Tape

 Remove the protective backing tape from the antenna mounting tape.
Fig. 392: Installing Antenna

 Press the antenna into place on the flat panel surface just below the right hand tail lamp as shown in the
illustration.
 Secure the cable at the existing cable harness.
Fig. 393: Identifying Catch And Black Locking Handle

 Disconnect the large connector (1) from the accessory electronic module (AEM). First press in the catch
(A). Pull the black locking handle (B) in the direction of the arrow until a click is heard.
 Disconnect the connector from the accessory electronic module (AEM).
 Disconnect the connector (2) from the accessory electronic module (AEM).
Fig. 394: Black Terminal Pin By Inserting A Pointed Object Into Hole In Other End
Remove:
 the black catch (1) holding the black switch in place in the connector by pulling in the direction of the
arrow.
 the black switch (2) by inserting a pointed object in the hole in the other end. Press out.
Fig. 395: Identifying Small Yellow Cable & Terminal 3 Of Accessory Electronic Module Connector
 Connect the yellow cable from the control module to terminal 3 in the accessory electronic module
(AEM) connector.
NOTE: The numerical markings on the top and bottom of the black terminal pin
are extremely small, so be careful when installing the cable.
Reinstall:
 the black switch in the connector. Lock it into place using the catch.
 the connector into the accessory electronic module (AEM). Secure using the black locking handle.
Fig. 396: Connecting Connector To Accessory Electronic Module (AEM) And Connecting Connector On
T-Cable
 Connect the connector (2) to the accessory electronic module (AEM).

 Connect the remaining connector (3) on the T-cable to the connector that was disconnected from the
accessory electronic module (AEM).
Fig. 397: Install Accessory Electronic Module

 Reinstall the accessory electronic module (AEM).

Fig. 398: Identifying Relay And Relay Holder

 Take the relay and the large clip from the kit.
 Press the relay into the relay holder.
 Press the clip into the relay holder.
Fig. 399: Installing Relay

 Press in the relay at the edge of the plate.

Fig. 400: Identifying Velcro Strip

 Remove the Velcro from the kit and cut it in the center.
Fig. 401: Identifying Velcro Pieces Pressed Together

 Press the Velcro pieces together.

Fig. 402: Washing Plane Surface Of Receiver

 Wash the plane surface of the receiver unit using isopropanol P/N 1161721 and wipe dry.
Fig. 403: Identifying Backing Removed From One Side Of Velcro Strips
 Press the Velcro onto the receiver unit.

Fig. 404: Identifying Secondary Catch Of Black Six-Pin Connector

 Carefully loosen the secondary catch of the black six-pin connector from the kit using a small
screwdriver.
Fig. 405: Identifying Green (GN) Cable And Black (BK) Cable
 Connect the green (GN) cable from the kit to terminal 3, and the black (BK) cable to terminal 6 in the six
pin connector.
 Press the secondary catch into place on the black six pin connector.
Fig. 406: Identifying Receiver Unit

1. 1 - Connect the negative battery cable in the car.

2. 2 - Put batteries in the transmitter battery compartment.
3. 3 - Connect the connector and antenna cable to the receiver unit.
4. 4 - Within 5 seconds, press the "OFF" button on the transmitter until the LED goes out. Synchronization
complete.
 Press the receiver unit onto the Velcro on the body plate if it has loosened.
NOTE: Tape up any excess cable and place it beside the control module.
Fig. 407: Identifying Surface For Cleaning

 Clean the marked surface on the inside of the smooth panel surface using isopropanol, part no. 1161721 ,
and wipe dry.
Fig. 408: Identifying Protective Backing Tape Removed From Other Velcro Piece
 Remove the protective backing tape from the other Velcro piece.
Fig. 409: Installing Receiver

 Press the receiver unit securely into place on the smooth surface on the rear wing.
Fig. 410: Identifying VIDA (Service Information) To Program Software

Reinstall:
 the side panel.

 stops and attaching braces.
 the cargo compartment carpeting.
 the sill panel with lighting.
 any emergency release.
 the stop for the boot lid/tailgate.
 the lashing eyes; tighten the screws to 24 Nm (17 lbf. ft.) .
 the toolbox.
 the divider.
 Program the software in accordance with the service information in VIDA (Volvo scan tool).
 Test the function.
REMOTE START, ELECTRIC ENGINE BLOCK HEATER

see CARS EQUIPPED WITH SRS/SIPS (AIRBAG)
REMOTE START, ELECTRIC ENGINE BLOCK HEATER


APPLY TO CARS WITH A 5-CYLINDER ENGINE

 Turn the seven clips 90°.

 Detach the engine splashguard from the clips and place to one side.
Fig. 413: Identifying Screws Holding Bumper Cover To Right-Hand Wing Liner
 Remove the right-hand front wheel.

 Remove the five screws holding the bumper cover at the right-hand wing liner.
Fig. 414: Identifying Nut Holding Wing Liner To Right-Hand Front Member
 Remove the nut holding the wing liner at the right-hand front member.
 Bend the front edge of the wing liner up over the brake caliper.

Only applies to cars with an engine block heater
 Cut off the tie strap above the locking sleeve.

 Detach the wiring from the front intake from its clamps, to facilitate installation of the timer relay. If
necessary, also detach the cable from the engine block heater.
Fig. 416: Identifying Holder And Connected Timer Relay On Stay Using Hose Clamp
Applies to cars with an engine block heater and passenger compartment connector socket
 Detach the wiring from the front intake from its clamps, to facilitate installation of the timer relay.
 Detach the clamp that holds the junction connector at the stay.
 Remove the junction connector with cables from the clamp and stay.
Fig. 417: Identifying Locking Sleeves Over Cable Slices

 Remove the sleeves from above the splices on the cables for the front intake, engine block heater and
passenger compartment connector socket.
 Remove the wiring from the junction connector.
 Place the hose clamp and holder with the junction connector to one side. New components are in the kit.

 Lubricate the O-rings on the cable from the front intake, timer relay and cable for passenger compartment
connector socket (if applicable). Use low temperature grease (part no. 1161417-9).

 Take the bracket and rubber guard from the kit (or use the existing one). Press the rubber guard onto the
bracket.

 Take the screw, toothed washer and nut from the kit. Tighten the timer relay at the holder in the position
shown in the illustration. The holder must be longitudinally parallel with the timer relay.
 Press the cover (1) (part no. 346509, not included) onto the free socket in the timer relay.

Applies to cars with a passenger compartment connector socket
Illustration A
Fig. 422: Identifying Cable Connected From Front Engine Block Heater Socket To Timer Relay
 Connect the front intake cable (1) to the timer relay. Press the cable splice together securely.
Illustration B

 Press in the existing locking sleeve over the cable splice.
Fig. 424: Identifying Cable Connecting From Engine Block Heater To Timer Relay
Illustration A
 Connect the cable (1) from the engine block heater to the timer relay. Press the splice together securely.
Illustration B

Fig. 426: Identifying Cable From Passenger Compartment Connector Socket And Cable From Engine
Block Heater To Timer Relay
Illustration A
 Connect cable (1) from the passenger compartment connector socket and the cable (2) from the engine
block heater to the timer relay.

 Firmly press the splices together.
Illustration B
Fig. 427: Identifying Locking Sleeves

 Press two locking sleeves from the kit and press over the cable splices.
Illustration A
Fig. 428: Identifying Holder And Connected Timer Relay On Stay Using Hose Clamp
 Install the holder with the connected timer relay with the hose clamp.
Illustration B
Fig. 429: Identifying Measurements

 Check that the same dimensions as in the image are used.
 If the cables for the front intake and engine block heater are disconnected, reinstall them in their clamps.
Fig. 430: Identifying Hole Underneath Of Right-Hand Front Member

 Route the ground lead from the timer relay.

 Drill a Ø 4 mm (5/32") hole on the underneath of the right-hand front member, for the ground lead to the
timer relay. Drill the hole in the middle of the underneath of the member, opposite the brake pipe
connection.
 Remove any shavings. Rust-proof the edges of the holes.
Fig. 431: Identifying Screw, Toothed Washer And Ground Cable

 Take a screw and toothed washer from the kit and tighten the ground cable in the front member.
 Take a tie strap from the kit and clamp the cable excess.

 Remove the panel from the right-hand end of the dashboard. Use a weatherstrip tool and carefully pry
around the panel, so that the three clips on the inside release.


 Remove the sill trim panel from the right-hand front door. First pull off the front edge of the sill trim
panel so that the clip there releases. Then continue backwards until the remaining clips on the underneath
have released.
 Unhook the sill trim panel from the B-pillar panel.

Applies to cars without a passenger compartment connector socket
 Push the floor carpet to one side to access the grommet in the cowl panel.
Fig. 435: Identifying Passenger Compartment Connector Socket

 Remove the locking sleeve over the cable splice in the passenger compartment connector socket.
 Disconnect the cable from the passenger compartment connector socket.
 Remove the passenger compartment connector socket from its bracket.
Fig. 436: Identifying Small Rubber Nipple

 Cut off the top of the small "rubber nipple" in the cowl panel's rubber grommet, on the right-hand side of
the engine compartment. Use a knife.
Fig. 437: Identifying Cable

 Route the cable from the timer relay to the rubber grommet in the cowl panel.
 Insert the cable through the rubber grommet and into the passenger compartment.
 Insert all the cable excess into the passenger compartment.
 If the car is equipped with a passenger compartment connector socket; take a tie strap from the kit and
clamp the cable at the cable to the passenger compartment connector socket.
Fig. 438: Identifying Cable Pulled From Rubber Grommet In Bulkhead

 Pull the cable from the rubber grommet in the cowl panel.
 Reinstall the wing liner for the side member and bumper cover.
APPLY TO 4-CYLINDER ENGINES

 Turn the seven clips 90°.

 Detach the engine splashguard from the clips and place to one side.
 Remove the left-hand front wheel.

 Remove the five screws holding the bumper cover at the left-hand wing liner.
 Remove the nut holding the wing liner at the left-hand front member.
 Bend the front edge of the wing liner up over the brake caliper.

 Cut off the tie strap above the locking sleeve.

 Detach the wiring from the front intake from its clamps, to facilitate installation of the timer relay. If
necessary, also detach the cable from the engine block heater.
Fig. 443: Identifying Brace And Hose Clamp

 Detach the wiring from the front intake from its clamps, to facilitate installation of the timer relay.
 Detach the clamp that holds the junction connector at the stay.
 Remove the junction connector with cables from the clamp and stay.
Fig. 444: Identifying Sleeves

 Remove the sleeves from above the splices on the cables for the front intake, engine block heater and
passenger compartment connector socket.
 Remove the wiring from the junction connector.
 Remove the holder from the junction connector. The holder must be used for the timer relay but the
junction connector must not be used again.

 Lubricate the O-rings on the cable from the front intake, timer relay and cable for passenger compartment
connector socket (if applicable). Use low temperature grease (part no. 1161417-9).

 Take the bracket and rubber guard from the kit (or use the existing one). Press the rubber guard onto the
bracket.

 Press the cover (1) (part no. 346509, not included) onto the free socket in the timer relay.


Illustration A
Fig. 449: Identifying Cable From Front Engine Block Heater Socket To Timer Relay
 Connect the front intake cable (1) to the timer relay. Press the cable splice together securely.
Illustration B

 Press in the existing locking sleeve over the cable splice.
Fig. 451: Identifying Cable Connecting From Engine Block Heater To Timer Relay
Illustration A
 Connect the cable (1) from the engine block heater to the timer relay. Press the splice together securely.
Illustration B

Fig. 453: Identifying Cable Connected From Passenger Compartment Connector Socket And Cable
From Engine Block Heater
Illustration A
 Connect cable (1) from the passenger compartment connector socket and the cable (2) from the engine
block heater to the timer relay.
 Firmly press the splices together.
Illustration B

 Press locking sleeves from the kit and press over the cable splices.
Illustration A
Fig. 455: Identifying Holder With Connected Timer Relay With Hose Clamp
 Install the holder with the connected timer relay with the hose clamp. Ensure that the timer relay is
centered on the stay and is secure, so that it does not drop down and become trapped by the anti-roll bar.
Illustration B
Fig. 456: Identifying Measurements

 Check that the same dimensions as in the image are used.
 If the cables for the front intake and engine block heater are disconnected, reinstall them in their clamps.
Fig. 457: Identifying Ground Lead

 Route the ground lead (1) from the timer relay to the ground terminal for the front intake.
Fig. 458: Identifying Ground Lead Tighten And Clamped

 Tighten the ground lead to the ground terminal.

 Clamp the ground lead at the existing clamps and clamp the cable excess using a tie strap from the kit.
Fig. 459: Identifying Cable Routed From Timer Relay Along Cable To Passenger Compartment
Connector Socket

 Route the cable from the timer relay (1) along the cable to the passenger compartment connector socket,
up on the top side of the engine compartment's left-hand side and over to the right-hand side. Finish by
pulling the cable down to the rubber grommet in the cowl panel.
 Take six tie straps from the kit and clamp the cable at the existing cable.

 Remove the panel from the right-hand end of the dashboard. Use a weatherstrip tool and carefully pry
around the panel, so that the three clips on the inside release.

 Remove the sill trim panel from the right-hand front door. First pull off the front edge of the sill trim
panel so that the clip there releases. Then continue backwards until the remaining clips on the underneath
have released.
 Unhook the sill trim panel from the B-pillar panel.

Applies to cars without a passenger compartment connector socket
Fig. 464: Identifying Passenger Compartment Connector Socket

 Remove the locking sleeve over the cable splice in the passenger compartment connector socket.
 Disconnect the cable from the passenger compartment connector socket.
 Remove the passenger compartment connector socket from its bracket.
Fig. 465: Cut Off The Top Of One Of The Smaller Rubber Nipples
 Cut off the top of the small "rubber nipple" in the cowl panel's rubber grommet, on the right-hand side of
the engine compartment. Use a knife.
Fig. 466: Identifying Cable Inserted Through Rubber Grommet And Passenger Compartment
 Insert the cable through the rubber grommet and into the passenger compartment.
Fig. 467: Identifying Cable Pulled From Rubber Grommet In Bulkhead

 Pull the cable from the rubber grommet in the cowl panel.
 Reinstall the wing liner for the side member and bumper cover.
INSTALLING THE ANTENNA
Fig. 468: Prying Away Panel

Fig. 469: Identifying Marked Surface On Inside Of Windscreen

 Clean the marked surface on the inside of the windscreen using isopropanol P/N 1161721. Wipe dry.

 Remove the protective backing tape from the antenna mounting tape.
Fig. 471: Identifying Cable Routed Above Edge Of Roof Panel

 Press the antenna into place as close to the front edge of the roof panel as possible. Route the cable just
above the edge of the roof panel.
 Carefully bend down the front edge of the roof panel and use pieces of butyl tape to secure the cable at
the panel.
NOTE: Do not damage the roof panel.
Fig. 472: Identifying Antenna Cable

WARNING: Make sure that the routing of the antenna cable does not interfere with the
function of the inflatable curtain.

Fig. 474: Routing Cable Through Panel

INSTALLING THE RECEIVER UNIT

Fig. 475: Identifying Velcro Strip

 Remove the Velcro from the kit and cut it in the center.
Fig. 476: Identifying Velcro Pieces Pressed Together

 Press the Velcro pieces together.

Fig. 477: Washing Plane Surface Of Receiver

 Clean the flat surface of the receiver unit using isopropanol P/N 1161721. Wipe dry.
Fig. 478: Identifying Protective Backing Tape Removed From Velcro Strips
 Remove the protective backing tape from one of the Velcro pieces.
Fig. 479: Identifying Backing Removed From One Side Of Velcro Strips
 Press the Velcro onto the receiver unit.
Fig. 480: Identifying Protective Backing Tape Removed From Other Velcro Piece
 Remove the protective backing tape from the other Velcro piece.
Fig. 481: Identifying Surface Cleaned Using Isopropanol

 Move the floor and insulating mat out of the way.

 Scrape away any sealing compound from the flat surface at the bottom edge of the A-post where the
receiver unit for remote start will sit. The top edge of the receiver unit should be positioned 30 mm (1
3/16 ") from the bottom edge of the welded screw in the body.
 Clean the surface using isopropanol P/N 1161721. Wipe dry.
Fig. 482: Identifying Receiver Unit

 Press the receiver unit securely onto the flat surface, 30 mm (1 3/16") from the lower edge of the welded
screw in the body.
Fig. 483: Identifying 2-Pin Connector

 Locate the 2-pin connector for the blower fan and disconnect the connector.
 Connect the cable from the kit.
Fig. 484: Identifying Secondary Catch Of Black Six-Pin Connector

 Carefully loosen the secondary catch of the black 6-pin connector using a small screwdriver.
Fig. 485: Identifying Red And Black Cable Of Six Pin Connector
 Connect the red (R) cable from the timer relay to terminal 3, and the black (BK) cable to terminal 6 in the
6-pin connector.
 Press the secondary catch together on the connector.
SYNCHRONIZING THE TRANSMITTER - RECEIVER
Fig. 486: Identifying Connector, Antenna Cable And Receiver Unit

1. Connect the battery's negative lead.

2. Install batteries in the transmitter battery compartment.
3. Connect the connector and antenna cable to the receiver unit.
4. Within 5 seconds, press the "OFF" button on the transmitter until the LED goes out. Synchronization has
been carried out.
 Press the receiver unit onto the Velcro on the body plate if it has loosened.
 Tape up any cable excess from the timer relay and place it next to the receiver unit under the insulation
mat.
 Reinstall the insulation and floor carpet.

 Reinstall the removed panels and passenger compartment connector socket if applicable.
see SUPPLEMENTAL RESTRAINT SYSTEM MODULE, SRS

ENGINE Engine - Cleaning, Inspection And Adjustment
ENGINE
Engine - Cleaning, Inspection And Adjustment
LEAK DETECTING CYLINDER

LEAK DETECTING CYLINDER
Special Tools
951 2775 Cylinder leak tester
Tool description: Cylinder leak tester
Tool boards: 21
REMOVAL
Increase the engine speed to 2, 500 RPM and maintain for 6 minutes or until the engine has reached normal
operating temperature.
Remove spark plug. See SPARK PLUGS
CHECK
NOTE: Rotate the crankshaft until the piston concerned has reached Top Dead Center
(TDC).
Fig. 1: Identifying Cylinder Leak Tester

NOTE: Always follow the manufacturer's instructions when handling the equipment.
see 9512775
INSTALLATION
Install spark plug. See SPARK PLUGS
VALVE MECHANISM (B5244S4; 2006-07)

VALVE CLEARANCE
Special Tools
999 5765 Holder camshaft (B4164-B6304)
Tool description: Holder camshaft (B4164-B6304)
Tool boards: 21
REMOVAL
Remove camshafts. See CAMSHAFTS
Fig. 2: Identifying Camshaft Lifters

CHECK
Fig. 3: Identifying Lifters

Fig. 4: Installing Camshaft

Fig. 5: Identifying M7 Bolts And Special Tool 9995765

Torque: M7
17 Nm
see 9995765
Fig. 6: Locating Camshaft

Fig. 7: Identifying M6 Bolt And Special Tool 9995765

Torque: M6
10 Nm
Fig. 8: Measuring Valve Clearance Values

Measure and note the valve clearance values.
See information about specifications. See ENGINE
Calculate the required thickness of the valve tappet with the following formula:
Measurement of existing valve clearance (actual value) =
Required thickness of valve tappet =

Compare the measured valve clearance(s) with the specifications.
Measure the valve clearance and if necessary, adjust by installing new valve tappets.
Repeat the procedure as necessary until all valve clearances are within the specified tolerance.
Repeat the measurement for all cylinders.
INSTALLATION
Fig. 9: Apply Engine Oil to Cam Followers, Install at Original Location

Install camshafts. See CAMSHAFTS
VALVE MECHANISM (B5254T3/T7; 2006-12)

VALVE CLEARANCE
Special Tools
999 5765 Holder camshaft (B4164-B6304)
Tool description: Holder camshaft (B4164-B6304)
Tool boards: 21
REMOVAL
Remove camshafts. See CAMSHAFTS

CAUTION: Note the position of the components before removal.
CHECK
Fig. 11: Identifying Lifters

Fig. 12: Installing Camshaft

Fig. 13: Identifying M7 Bolts And Special Tool 9995765

Torque: M7
17 Nm
see 9995765
Fig. 14: Locating Camshaft

Fig. 15: Identifying M6 Bolt And Special Tool 9995765

Torque: M6
10 Nm
Fig. 16: Measuring Valve Clearance Values

Measure and note the valve clearance values.
See information about specifications. Refer to ENGINE
Calculate the required thickness of the valve tappet with the following formula:
Measurement of existing valve clearance (actual value) =
Required thickness of valve tappet =
Compare the measured valve clearance(s) with the specifications.
Measure the valve clearance and if necessary, adjust by installing new valve tappets.
Repeat the procedure as necessary until all valve clearances are within the specified tolerance.
Repeat the measurement for all cylinders.
INSTALLATION
Install camshafts. See CAMSHAFTS
TRANSMISSION (B5254T7; 2010-12)

VVT SOLENOID, CLEANING
Materials:
Designation Part Number
Cleaner 1161826, (1161828 US)
REMOVAL
Remove the VVT solenoid. See VVT SOLENOID .
Fig. 18: Identifying A Ports, B Port, Oil Feed Hole And Oil Drain Hole
Blow compressed air into the oil feed hole (4). Air should come out through both A ports (1 and 3).
Blow compressed air into the oil drain hole (5). Air should come out through the B port (2).
For further function checks continue with "Check function". If the duct seems to be blocked, go to "cleaning".
Fig. 19: Identifying Oil Feed Hole And B Port

Connect current to the solenoid. The solenoid should click. It may be easier to hear the click by holding the
solenoid.
Blow compressed air into the oil feed hole (4). Air should come out through the B port (2).
If the piston sticks or the solenoid does not work electrically, the direction of flow will not change.
If the duct seems to be blocked, go to "cleaning".
Fig. 20: Identifying A Ports, B Port, Oil Feed Hole And Oil Drain Hole
Use: Cleaner, 1161826, (1161828 US)
Allow the cleaner to act for 5 minutes.
Blow compressed air into all holes from both directions and look for contamination. Carry this out with current
on and off to ensure that no dirt remains in the ducts.
Use: Cleaning agent, 1161721 Rinse with cleaner, part no. 1161721.
Blow again.
Regrease the solenoid with engine oil to prevent sticking.
After cleaning, check the function by carrying out steps 1 and 2 again.
If the solenoid still malfunctions after cleaning twice, replace the solenoid.
INSTALLATION
Erase DTCs and test drive the vehicle.
Check that no new DTCs have been stored.
CRANK MECHANISM
CRANKSHAFT AXIAL PLAY
REMOVAL
Remove the wheel. See WHEELS .


Fig. 22: Identifying Special Tools

see 9813134
see 9999696
see 9995971
Torque: M10
50 Nm

see 9995462
Zero the dial indicator.
Fig. 24: Identifying Dial Indicator

Maximum permitted play: 0.25 mm.
INSTALLATION

COOLING SYSTEM Engine with mountings and equipment-Ignition and control systems
COOLING SYSTEM
Engine with mountings and equipment-Ignition and control systems
COOLING SYSTEM
PREPARATORY WORK
Block the 2 coolant hoses using lock grip pliers.
Open the nipple and drain off the coolant.
REMOVAL
REMOVING THE OIL COOLER FOR AUTOMATIC TRANSMISSIONS
NOTE: Applies only to cars with automatic transmissions
Remove the oil cooler. See: OIL COOLER, ENGINE .
REMOVING THE RADIATOR HOSES
Remove the 2 radiator hoses.

Fig. 1: Removing Engine Cooling Fan

Remove the 2 connectors for the engine cooling fan.
Press in the two retaining clips. Lift the engine cooling fan from the catches.
INSTALLATION
INSTALLING THE ENGINE COOLANT FAN (FC)

Fig. 2: Installing Engine Cooling Fan

Press the fan shroud into the mounting points.
NOTE: Ensure that the 2 retaining clips secure the fan shroud.
Install the 2 radiator hoses on both sides. Remove the lock grip pliers from the radiator hoses.
INSTALLING THE OIL COOLER FOR AUTOMATIC TRANSMISSIONS
NOTE: Applies only to cars with automatic transmissions.
Install the oil cooler for the automatic transmission. See: OIL COOLER, ENGINE .
FINISHING
Fill with coolant and run the engine until the thermostat opens. Top up as necessary.
NOTE: Automatic cars only. Check the oil level in the transmission. Top up if required.
ENGINE MECHANICAL Engine with mountings and equipment-Ignition and control systems
ENGINE MECHANICAL
Engine with mountings and equipment-Ignition and control systems
ENGINE MECHANICAL
CYLINDER LEAK DETECTION
Special tools
Tool boards: 21
REMOVAL
Increase the engine speed to 2, 500 RPM and maintain for 6 minutes or until the engine has reached normal
operating temperature.
Remove spark plug, see SPARK PLUGS
CHECK
NOTE: Rotate the crankshaft until the piston concerned has reached Top Dead Center
(TDC).
ENGINE MECHANICAL Engine with mountings and equipment-Ignition and control systems
Fig. 1: Identifying Cylinder Leak Tester Special Tool

see 9512775
INSTALLATION
Install spark plug, see SPARK PLUGS

ENGINE PERFORMANCE General - Specifications, mechanical
ENGINE PERFORMANCE
General - Specifications, mechanical
ENGINE LUBRICANT SPECIFICATIONS

LUBRICANTS, ENGINE
ENGINE LUBRICANT SPECIFICATIONS

Engine Service Volume Grade Viscosity Part number
interval (liters)
(km/miles)
Gasoline 12.000/7.500 Approx. 5.8 ILSAC GF-4 API SAE 5W-30 1161754, -755, -756
SL / ACEA
A1/B1
ENGINE MECHANICAL SPECIFICATIONS (B5244S4 - OTHER MARKETS)

SPECIFICATIONS, MECHANICAL
ENGINE - GENERAL DATA

B5244S4 B5244S5 B5244S7
Engine code 38 66 39
Power (kw / RPM) 125/6000 103/6000 123/6000
Max torque (Nm / RPM) 230/1500-4800 220/4000 230/4000
Max RPM 6500/6800 6500/6800 6500/6800
Idling (RPM) 720 720 720
Cylinder bore (mm) 83 83 83
Stroke (mm) 90 90 90
Swept volume (liters) 2, 435 2, 435 2, 435
Firing sequence 1-2-4-5-3 1-2-4-5-3 1-2-4-5-3
Engine control system Denso Denso Denso
Weight, complete, including oil (kg) 150 150 150
ENGINE MANUFACTURE NUMBER, ENGINE SERIAL NUMBER AND TYPE

Fig. 1: Identifying Engine Manufacture Number, Engine Serial Number And Type
The engine serial number and type are stamped on the left side of the cylinder block at the top of the mounting
for the water pump.
There is also a decal on the timing casing with the engine type, manufacturing number, and serial number.
CLASSIFICATION OF MAIN BEARINGS
The marking is stamped in the engine block and crankshaft. The classification marking is in the engine block
above the oil cooler and crankshaft. The classification shall be read from the digit 1 to 7.
The first letter after the digit 1 is the classification of main bearing 1. The bearing positions are numbered
starting at the engine's leading edge.
MAIN BEARING
Class A block Class B block Class C block
small average large
diameter diameter diameter
block intermediate block intermediate block intermediate
section section section
Class A yellow yellow yellow blue blue blue
crankshaft medium medium medium thick thick thick

small
Class B red yellow yellow yellow yellow blue
crankshaft thin medium medium medium medium thick
medium
Class C red red red yellow yellow yellow
crankshaft thin thin thin medium medium medium
large
CYLINDER BLOCK
Fig. 2: Identifying Cylinder Block

CYLINDER BORE (D)

Standard
C-marked........ mm 83.000-83.010
D-marked........ mm 83.010-83.020
E-marked........ mm 83.020-83.030
CYLINDRICITY
Maximum deviation
Cylinder bore........ mm 0, 013
PISTONS
Fig. 3: Identifying Piston

PISTONS
Standard The diameter is measured 12 mm from the bottom
of the piston
C-marked1 ........ mm 82.950-82.960
D-marked1 ........ mm 82.960-82.970
E-marked1 ........ mm 82.970-82.980
1 Classification is marked on the top of the piston.
PISTON RUNNING CLEARANCE

Tolerance piston/cylinder - top........ mm 0.010 - 0.030
PISTON RINGS
Top ring........ mm 1.2 -0.01/-0.03
1st ring........ mm 1.5 -0.01/-0.03
Oil ring........ mm 2 -0.01/-0.136
PISTON PIN
Diameter........ mm 21.000 0.000/-0.004
Length........ mm 57.0 0.0/+0.2
VALVES
Fig. 4: Identifying Valve

VALVES
Intake
Length (A)........ mm 102.00 ±0.07
Diameter on crown (B)........ mm 31 ±0.15
Diameter on shaft (C)........ mm 5.94 ±0.07
Valve angle (D)........° 45.5 ±0.17
Clearance in guide........µm 50 - 70
Valve clearance........ mm 0.20 ±0.03
Exhaust
Length (A)........ mm 101.05 ±0.07
Valve angle (D)........° 45.5 ±0.17
VALVE SEATS
Seat angle........° 45.5 ±0.17
TAPPETS
Diameter........ mm 32 -0.025/-0.040
Length........ mm 2, 950 - 3, 685 ±0, 01
CAMSHAFTS
Max. lift height inlet........ mm 8.68
Max. lift height exhaust........ mm 9.05
CYLINDER HEAD
CYLINDER HEAD
Max. distortion........ mm 0.5
Max. distortion, transverse........ mm 0, 2
Height........ mm 149.4 ±0.15
CRANKSHAFT
Radial run-out main bearing journal........ mm max. 0.040
Axial play (Measured in the engine with the 0.08-0.19
intermediate section tightened)........ mm
Main bearing journal, radial runout........ mm 0.020-0.043
BIG END JOURNALS

Diameter, standard1 ........ mm 50.000 0.000/-0.016
Bearing recess width........ mm 26.0 ±0.1
Maximum out-of-round........ mm 0.004
Maximum taper........ mm 0.004
1 The variation in diameter for each bearing journal must not exceed 0.008 mm.
MAIN BEARING JOURNALS

Diameter, standard1 ........ mm 65.000 +0.003/-0.016
Axial bearing width........ mm 26.00 0.00/-0.04
CONNECTING RODS
Diameter, bearing recesses
Big end........ mm 53.000 0.000/+0.013
Small-end........ mm 21.000 +0.005/+0.011
Maximum ovality in the bearing recesses........ mm 0.006
Length
Big end - Small end........ mm 147
OIL PRESSURE
Oil pressure (min.)
13.3 r/s (800 RPM)........ Mpa1 0.10
14.2 r/s (850 RPM)........ Mpa1 0.10
66.7 r/s (4000 RPM)........ Mpa1 0.35
Maximum oil pressure (the relief valve opens)........ 0.48

Mpa1
1 The oil pressure given is for an oil temperature of 100°C, which is reached after 10-15 minutes driving.
FUEL LINE PRESSURE

Desired value
relative pressure 380 kPa
absolute pressure 480 kPa
THERMOSTAT
Begins to open at 90°C
Fully open at 105°C
ENGINE MECHANICAL SPECIFICATIONS

ENGINE MECHANICAL SPECIFICATIONS
ENGINE - GENERAL DATA

B5254T3
Engine code 68
Power (kw / RPM) 162/5000
Max torque (Nm / RPM) 320/1500-4800
Max RPM 6500/6800
Idling (RPM) 720
Cylinder bore (mm) 83
Stroke (mm) 93, 2
Swept volume (liters) 2, 521
Firing sequence 1-2-4-5-3
Engine control system Bosch ME 9
Weight, complete, including oil (kg) 170

Fig. 5: Identifying Engine Manufacture Number, Engine Serial Number And Type
for the water pump.
The marking is stamped in the engine block and crankshaft. The classification marking is in the engine block
above the oil cooler and crankshaft. The classification shall be read from the digit 1 to 7.
The first letter after the digit 1 is the classification of main bearing 1. The bearing positions are numbered
starting at the engine's leading edge.
MAIN BEARING
Class A block Class B block Class C block
small average large
diameter diameter diameter
block intermediate block intermediate block intermediate
section section section
Class A yellow yellow yellow blue blue blue
crankshaft medium medium medium thick thick thick

small
Class B red yellow yellow yellow yellow blue
crankshaft thin medium medium medium medium thick
medium
Class C red red red yellow yellow yellow
crankshaft thin thin thin medium medium medium
large
CYLINDER BLOCK
Fig. 6: Identifying Cylinder Block

CYLINDER BORE (D)

Standard
C-marked........ mm 83.000-83.010
D-marked........ mm 83.010-83.020
E-marked........ mm 83.020-83.030
CYLINDRICITY
Maximum deviation
Cylinder bore........ mm 0, 013
PISTONS

PISTONS
of the piston
C-marked1 ........ mm 82.950-82.960
D-marked1 ........ mm 82.960-82.970
E-marked1 ........ mm 82.970-82.980

PISTON RINGS
Top ring........ mm 1.2 -0.01/-0.03
1st ring........ mm 1.5 -0.01/-0.03

Oil ring........ mm 2 -0.01/-0.136
PISTON PIN
Diameter........ mm 21.000 0.000/-0.004
Length........ mm 57.0 0.0/+0.2
VALVES

VALVES
Intake
Length (A)........ mm 102.00 ±0.07
Valve angle (D)........° 45.5 ±0.17
Exhaust
Length (A)........ mm 101.05 ±0.07

Valve angle (D)........° 45.5 ±0.17
VALVE SEATS
Seat angle........° 45.5 ±0.17
TAPPETS
Diameter........ mm 32 -0.025/-0.040
Length........ mm 2.950 - 3.685 ±0.010
CAMSHAFTS
CYLINDER HEAD
CYLINDER HEAD
Max. distortion, transverse........ mm 0, 2
Height........ mm 149.4 ±0.15
CRANKSHAFT
Axial play (Measured in the engine with the 0.08-0.19
intermediate section tightened)........ mm
BIG END JOURNALS

Bearing recess width........ mm 26.0 ±0.1


CONNECTING RODS
Diameter, bearing recesses
Big end........ mm 53.000 0.000/+0.013
Small-end........ mm 21.000 +0.005/+0.011
Length
OIL PRESSURE
Oil pressure (min.)
13.3 r/s (800 RPM)........ Mpa1 0.10
14.2 r/s (850 RPM)........ Mpa1 0.10
66.7 r/s (4000 RPM)........ Mpa1 0.35
Mpa1
FUEL LINE PRESSURE

Desired value
THERMOSTAT
TIGHTENING TORQUE SPECIFICATIONS

TIGHTENING TORQUE SPECIFICATIONS
GENERAL TIGHTENING TORQUES
NOTE: Screws coated with a locking fluid or self locking nuts must be replaced with
new when reinstalled.
See the table below to find the tightening torques for components not included in the summary.
Nuts and bolts which are not self-locking can be reused provided that they are in good condition.
Applies to bolted joints with tensile strength class 8.8.

Thread Tightening torque (Nm)
M5 5
M6 10
M7 17
M8 24
M10 50
M12 80
M14 130
SUMMARY OF TIGHTENING TORQUES FOR SPECIFIC COMPONENTS
NOTE: Screws coated with locking fluid or sealant must be replaced with new ones
when reinstalled.
Always use new bolts and nuts when angle tightening. Any exceptions to this rule will be indicated in the
method.
Angle tightening in tight spaces, see SCREWED JOINT, TORQUE/ANGLE TIGHTENING .
Exhaust system (turbocharger/manifold) 24 Nm

Center nut/Vibration damper (crankshaft's front end) 180 Nm
Cylinder head Step 1........20 Nm
Step 2........60 Nm
NOTE: Step 3 angle tightening 130°
Tighten the screws in sequence from the center
and outwards.
Fuel pump, plastic nut 70 Nm
Fuel filter (D5244Tx) 35 Nm
Manifold (against cylinder head) 24 Nm
Stay (Manifold/Engine block) M8x16........20 Nm
M10x16........40 Nm
Subframe front, front screw 120 Nm
Subframe front, rear screw Step 1 140 Nm
Step 2 angle tightening 120°
Hollow screw M14x1.5 (coolant pipe/turbo) 38 Nm
Hollow screw M12x1.5 (water-heated crankcase 26 Nm
ventilation)
Hollow screw M12x1.5 (oil pressure pipe/turbo) 26 Nm
Hollow screw M14x1.5 (oil pressure pipe/engine 38 Nm
block)
Intake manifold (lower section, against cylinder

head) 19 Nm
(upper section) 10 Nm
Camshaft bearing housing / valve cover 14 Nm
Knock sensor Turned to the 8 o'clock position.
Tighten to 20 Nm
Piston cooling valve (piston cooling oil channel, in 32 Nm
block)
Piston ring nozzle 17 Nm
Timing belt gear (camshafts without variable valve 20 Nm
timing)
Timing belt gear (camshafts with variable valve 10 Nm
timing)
Heated oxygen sensor (HO2S) 45 Nm
Temperature and/or pressure sensor for intake air 2 Nm
Carrier plate Step 1 45 Nm
Step 2 angle tightening 50 °
Intermediate section M10 Step 1........20Nm
M10 Step 2........45 Nm
NOTE: M8 Step 3........24 Nm
Tighten the screws in sequence from the center M7 Step 4........17 Nm
and outwards. M10 Step 5 angle tightening 90°
Oscillating bracket, engine mounting (M10 for Step 1........35 Nm
cylinder head) Step 2 angle tightening 75°
Engine pad for the oscillating bracket right hand side Step 1........70 Nm
(M12) Step 2 angle tightening 90 °
Engine pad to cylinder block (M12) Step 1........70 Nm
Engine pad to frame member, right-hand, (M12). Step 1........90 Nm
Applies to D5244Tx.
Engine pad, right side (2 screws in frame member 90 Nm
M12)
Engine pad, right-hand side (2 nuts to the mounting 65 Nm 90°
in the engine M12)
Engine pad, left side (screw M12) 80 Nm
Engine pad, right-hand side (2 nuts to the mounting 133 Nm
in the engine M14)
Engine pad, left side (screw M14) Step 1........60 Nm
Step 2........50°
Engine pad, left side (4 nuts M10) 35 Nm 60°
Torque rod, lower (screw M12) Step 1........30 Nm
Step 2........80 Nm
Torque rod, lower (screw M12) 80 Nm

Torque rod, upper to frame member (screw M12) 130 Nm
Oil filter (environmental filter) 35 Nm
Oil trap 16 Nm
Oil plug 38 Nm
Oil pump (countersunk Allen, M6x20, holds the 6 Nm
pump housing together)
Oil return line (turbocharger) 12 Nm
Stud (at exhaust port, manifold, turbocharger) 20 Nm
Plug (gauge hole/crankshaft adjustment) 38 Nm
Plug (Oil pressure line, engine block) 38 Nm
Belt tensioner (mechanical) 20 Nm
Belt tensioner accessory drive belt 42 Nm
Throttle body Tighten the screws crosswise. Tighten to 8 Nm
Flywheel Step 1........45 Nm
Vibration damper (flange bolt M8x25) Step 1........25
Timing gear casing (rear) 2 X M7x20........12 Nm
M8x30........25 Nm
Timing gear casing (upper) 10 Nm
Timing gear casing (front) 8 Nm
Spark plugs 28 Nm
Connecting rod cap Step 1........15 Nm
Step 2........25 Nm
VVT-module (center screw) 120 Nm
VVT-module (center plug) 35 Nm
ENGINE Engine - Overhaul Instructions
ENGINE
Engine - Overhaul Instructions
ENGINE, ENGINE BLOCK (B5254T3/T7, 2006-11)

ENGINE, EXPOSING (2006-11)
Special tools:
see 9989721
see 9992520
see 9995112
see 9995297
REMOVAL
REMOVING THE GEARBOX
HINT: Suitably, loosen the lower hard-to-reach screws in the transmission/engine before the
engine/transmission unit is placed on a suitable surface.
HINT: Relieve the transmission. Loose the remaining screws and carefully remove the transmission.
HINT: Remove the clutch according to CLUTCH DISC AND PRESSURE PLATE .
REMOVING FLYWHEEL AND CARRIER PLATE

Fig. 1: Identifying Flywheel

Remove the impulse sensor.
Install see 9995112
Remove all screws except the top screw which holds the flywheel to the crankshaft. Loose the top screw and
leave it in place, screwed in a few revolutions.
Carefully wiggle loose the flywheel and the carrier plate. It is suitable to use 2 screwdrivers. Fit these between
the engine block and the flywheel/carrier plate.
Hold the flywheel and carrier plate, and screw out the last screw.
TRANSFERRING ENGINE
INSTALLING ENGINE IN STAND
Use see 9992520 , see 9995297 and see 9989721
Drain the engine oil.
REMOVAL
EXPOSING THE ENGINE

Fig. 2: Locating Components

Remove:
 the oil delivery pipe and the coolant pipe (at the outlet to the turbo)
 the oil delivery pipe and coolant pipe (at the inlet to the turbo)
 the exhaust manifold including turbo with control hoses and valves
 the coolant pipe (at the inlet to the water pump) including hoses. The hoses are parted at the oil cooler
 the oil cooler and the rubber seals
 the lifting eyes
 upper and front timing gear casing as well as the cover over the ignition coils.
EXPOSING THE ENGINE, CONTINUED

Remove:
 the alternator, alternator bracket and auxiliary unit bracket

 the intake pipe
 the dipstick tube
 the knock sensors
 the thermostat housing with the coolant hose
 the crankcase ventilation hose
 complete engine cable harness
 the oil filter housing
 the ignition coils
 the camshaft sensor
 the oil filler cap and the VVT-unit's control valves.
ENGINE, EXPOSING (2012)
see ENGINE BODY, EXPOSING
ENGINE BLOCK, INSTALLING COMPONENTS (2010-11)
NOTE: As the graphics in this service information are used for different model years
and/or models, some variation may occur. However, the essential information in
NOTE: For tightening torques, see Tightening torques
INSTALLATION
INSTALLING PARTS ON ENGINE BLOCK

Fig. 4: Identifying Ignition Coil Harness Routing

The ignition coils' direction and the routing of the cables are shown in the sketch.
INSTALLING PARTS ON ENGINE BLOCK, CONTINUED

Install:
 alternator, alternator bracket and auxiliary unit bracket

 thermostat housing with coolant hose
 the oil filter housing
 the knock sensors
 the ignition coils
 the camshaft sensor
 oil filler cap and the VVT-unit's control valves
 the crankcase ventilation hose
 complete cable harness engine
 the intake pipe
 oil dipstick tube
INSTALLING PARTS ON ENGINE BLOCK, CONTINUED

Install:
 the oil cooler and the rubber seals.

 the coolant pipe (inlet to water pump) including hoses
 the bearing carrier for the right drive shaft.
 exhaust manifold including turbo with control hoses and valve
 Oil delivery pipe and coolant pipe (outlet to turbo)
 oil delivery pipe and coolant pipe (inlet to turbo)
 the lifting eyes
 upper and front timing gear casing
Fill oil.
INSTALLING THE FLYWHEEL/CARRIER PLATE
Install, see FLYWHEEL
Install, see CARRIER PLATE
ENGINE BODY, EXPOSING
see ENGINE BODY, EXPOSING
ENGINE BLOCK, INSTALLING COMPONENTS (2012)
see ENGINE BLOCK, INSTALLING COMPONENTS (2010, 2011)
CYLINDER HEAD (B5254T3/T7; 2006-09)

INSTALLING THE CYLINDER HEAD
INSTALLATION
Install cylinder head. See CYLINDER HEAD
REMOVING THE CYLINDER HEAD
REMOVAL
Remove the cylinder head. See CYLINDER HEAD
CYLINDER HEAD (B5254T7; 2010-12)

INSTALLING THE CYLINDER HEAD
INSTALLATION
Install cylinder head. See CYLINDER HEAD
REMOVING THE CYLINDER HEAD
see REMOVING THE CYLINDER HEAD
CYLINDER BLOCK (B5254T3/T7)

CYLINDER BLOCK, MEASUREMENT
RECONDITIONING
CAUTION: Make sure that the area around the component is clean and free of foreign
material.
NOTE: If the specified value is exceeded, a new component must be installed.
See information about specifications, see ENGINE
Fig. 7: Identifying Cylinder Measurement

Fig. 8: Identifying Cooling Duct

TIMING BELT (B5254T3/T7)

TIMING BELT, ASSEMBLING
INSTALLATION
Install timing belt. See TIMING BELT
TIMING BELT, DISMANTLING
REMOVAL
Remove timing belt. See TIMING BELT
CRANK MECHANISM (B5254T3/T7)

CRANK MECHANISM, DISMANTLING
Special tools
999 5651 Extractor (crankshaft rear seal) D5252T
Tool description: Extractor (crankshaft rear seal) D5252T
Tool boards: 21
999 5746 Holder (remove piston/connecting rod) B 200-B

6304
Tool description: Holder (remove piston/connecting rod) B
200-B 6304
Tool boards: 21
REMOVAL
Fig. 9: Identifying 9995651

see 9995651
Fig. 10: Axle Support Installed

Fig. 11: Identifying Oil Cooler Bolts

Fig. 12: Identifying Oil Pan Bolts

Fig. 13: Identifying Pick-Up Tube Bolts

Fig. 14: Installing Connecting Rod Cap and Bolts

Fig. 15: Identifying Connecting Rod Special Tool (9995746)

CAUTION: Take extra care when handling the components.
see 9995746
Fig. 16: Locating Intermediate Section Bolts

Fig. 17: 1st Step Loosening Bolts in Sequence

Fig. 18: 2nd Step-Loosening Bolts in Sequence

Fig. 19: Gently Removing Intermediate Section

NOTE: Only use moderate force.
Fig. 20: Identifying Lower Bearing Halves

Fig. 21: Handling the Crankshaft

Fig. 22: Identifying Upper Bearing Halves

Fig. 23: Locating Nozzle Bolt

Fig. 24: Locating Sprayer Bolts

CRANK MECHANISM (B5254T7, AW55-50/51SN; B5254T7, M66; 2010-11)

CRANK MECHANISM, ASSEMBLING
Special Tools
951 2767 Roller (Applying liquid gasket) B234, 5234, 6304
Tool description: Roller (Applying liquid gasket) B234,
5234, 6304
Tool boards: 08
999 5746 Holder (remove piston/connecting rod) B 200-B

6304
Tool description: Holder (remove piston/connecting rod) B
200-B 6304
Tool boards: 21
999 7273 Guide pin

Tool description: Guide pin
Tool boards: 21
999 7174 Drift

Tool description: Drift
Tool boards: 23
Materials

Chemical gasket 1161059
INSTALLATION
Fig. 25: Locating Sprayer Bolts

material.
Torque: M7
17 Nm
Fig. 26: Locating Nozzle Bolt

material.
Torque: M7
17 Nm
Fig. 27: Identifying Main Bearing Classification

NOTE: Make sure that the classification of the components correspond with each
other.
See information about engine. See ENGINE
Fig. 28: Identifying Main Bearing Classification On Crankshaft

other.
Fig. 29: Identifying Upper Main Bearing Halves

material.

CAUTION: Make sure that the crankshaft is not rotated.

Fig. 31: Identifying Lower Main Bearing Halves

material.
Fig. 32: Cleaning agent, 1161721

NOTE: Make sure that the component is clean, free of foreign material and lubricant.
see 9512767
Use: Chemical gasket, 1161059

Fig. 33: Identifying Torque Sequence

Torque: Intermediate section for engine block step 1
20 Nm

40 Nm
Fig. 35: Identifying Torque Sequence, 3rd Step

24 Nm
Fig. 36: Identifying Torque Sequence, 4th Step

17 Nm

90°
Fig. 38: Identifying Cylinder Bore Classification

other.

Fig. 39: Installing Pin And Snap Ring

Fig. 40: Arrangement of Piston Ring Assembly


Fig. 41: Locating Direction of Arrow

Fig. 42: Identifying Connecting Rod Bearing Halves Installed

other.
Fig. 43: Identifying Ring Compressor Tool

Fig. 44: Identifying Connecting Rod Special Tool (9995746)

see 9995746
Fig. 45: Installing Connecting Rod Cap And Bolts

other.
Torque: Cap connecting rod
• Stage 1: 30 Nm
• Stage 2: 90°
Fig. 46: Identifying Pick-Up Tube Bolts

Torque: M7
17 Nm
Fig. 47: Guide Pins (9997273)

see 9997273
Fig. 48: Identifying Gasket Locations

CAUTION: Make sure that the gaskets are correctly located.
Fig. 49: Cleaning Agent, 1161721 And (Applying liquid gasket)

NOTE: Make sure that the component is clean, free of foreign material and lubricant.
see 9512767


Torque: M7
17 Nm
Fig. 51: Identifying Oil Cooler Bolts

Torque: M7
17 Nm
Fig. 52: Axle Support Installed

Torque: M10
50 Nm
Fig. 53: Identifying Rear Main Seal Tool 9997174

see 9997174
ENGINE Engine - Removal, Replacement And Installation
ENGINE
Engine - Removal, Replacement And Installation
ACCESSORY DRIVE BELT AND TENSIONER (B5254T3 AND B5254T7)

ACCESSORY DRIVE BELT
REMOVAL
Remove right front wheel. See WHEELS
Fig. 1: Removing Fender Liner

Fig. 2: Identifying Splash Panel Screws

Fig. 3: Loosening Belt Tension

Fig. 4: Removing Belt

Fig. 5: Loosening Belt Tension


INSTALLATION
ACCESSORY DRIVE BELT TENSIONER
REMOVAL
Remove the auxiliaries belt. See ACCESSORY DRIVE BELT
Fig. 7: Removing/Installing Tensioner Bolt

Fig. 8: Removing Tensioner Bolt

INSTALLATION
Fig. 9: Removing Tensioner Bolt

Torque: Belt tensioner accessory drive belt
42 Nm
Fig. 10: Removing/Installing Tensioner Bolt

NOTE: Only tighten the bolt finger tight at this stage.
Fig. 11: Installing Tensioner Bolt

1. Torque: Belt tensioner accessory drive belt
42 Nm
Fig. 12: Identifying Gap at Tensioner

Install the auxiliaries belt. See ACCESSORY DRIVE BELT
CRANKSHAFT FRONT/REAR SEALS AND CARRIER PLATE (B5254T3 AND

B5254T7)
CARRIER PLATE
CARRIER PLATE
and/or models, some variation may occur. However, the essential information is
always correct.
Special tools:
see 9995112
see 9995678
PREPARATORY WORK
REMOVING THE TRANSMISSION
Remove the transmission according to TRANSMISSION, REMOVING .
REMOVAL
REMOVING THE CARRIER PLATE
Remove the engine speed (RPM) sensor together with the bracket. Place the engine speed (RPM) sensor to one
side.
Fig. 13: Blocking Carrier Plate Using Gear Sector 999 5112
Block the carrier plate using gear sector see 9995112 .
Remove:
 all screws
 the carrier plate
 gear sector see 9995112 .
Fig. 14: Check Crankshaft Seal For Leakage

Check the crankshaft seal for leakage.
To replace the crankshaft seal, refer to CRANKSHAFT SEAL, REAR.
INSTALLATION
INSTALLING THE CARRIER PLATE
Fig. 15: Carrier Plate, Studs And Gear Sector

NOTE: Check that the contact surfaces on the crankshaft and drive flange plate are
completely clean.
Use see 9995678 , which consists of 3 x clevis pins with nuts.
Install:
 the 3 x clevis pins belonging to see 9995678 distributed as shown.

 the carrier plate.
NOTE: Check that the guide pin on the crankshaft is positioned directly opposite the
hole in the drive flange plate.
Locate the gear sector see 9995112 against the flexplate.
Pull the flexplate against the crankshaft using the 3x nuts belonging to see 9995678 .
CAUTION: The drive flange plate must have contact against the crankshaft flange
before the screws are installed. There is a risk that excess locking fluid on
the screws will end up between the contact surfaces.
Install 7x new screws. Tighten. See TIGHTENING TORQUE
Remove the 3 nuts and the studs.
Install:
 the remaining 3x new screws. Tighten. See TIGHTENING TORQUE

 the engine speed (RPM) sensor and bracket. Tighten.
FINISHING
INSTALLING THE TRANSMISSION
Install the gearbox. See TRANSMISSION, INSTALLING .
CRANKSHAFT SEAL, FRONT
Special Tools
999 5304 SEPARATOR (DRIVE FLANGE) M45-M47
II.
Tool description: SEPARATOR (DRIVE FLANGE) M45-
M47 II.
Tool boards: 43
999 5919 PULLER (SEAL-PINION, CAM-

CRANKSHAFT) B200-6304
Tool description: PULLER (SEAL-PINION, CAM-
CRANKSHAFT) B200-6304
Tool boards: 46
999 5747 Socket (remove/install oil pump/crankshaft) B

4164-

Tool description: Socket (remove/install oil
pump/crankshaft) B 4164-
Tool boards: 21
REMOVAL
Remove timing belt, see TIMING BELT
Fig. 16: Identifying Special Tool (9995304)

see 9995304
Fig. 17: Removing Crankshaft Seal with Special Tool (9995919)

see 9995919
INSTALLATION

CAUTION: Take extra care not to damage the seal.
see 9995747
Fig. 19: Identifying Crankshaft Sprocket

NOTE: The component can only be installed in 1 position.
Install timing belt, see TIMING BELT
CRANKSHAFT SEAL, REAR
Special Tools
Tool boards: 21
999 7174 Drift

Tool boards: 23
REMOVAL
Remove drive flange plate. See CARRIER PLATE


see 9995651
INSTALLATION

CAUTION: Make sure that the mating faces are clean and free of foreign material.
see 9997174
Install carrier plate. See CARRIER PLATE

CRANKSHAFT REAR SEAL AND FLYWHEEL (B5254T3 AND B5254T7;

MANUAL TRANSMISSION)
CRANKSHAFT SEAL, REAR
Special Tools
Tool boards: 21
999 7174 Drift

Tool boards: 23
REMOVAL
Remove flywheel. See FLYWHEEL


see 9995651
INSTALLATION

see 9997174
Install flywheel. See FLYWHEEL
FLYWHEEL
Special Tools
999 5678 Special screw (flywheel) B4184-B6304
Tool description: Special screw (flywheel) B4184-B6304
Tool boards: 21
REMOVAL
Remove clutch plate and pressure plate. See CLUTCH DISC AND PRESSURE PLATE
Fig. 24: Remove Crankshaft Position Sensor

Torque: M7
17 Nm
Fig. 25: Flywheel Bolts (10)

INSTALLATION
Fig. 26: Installing Locating Pins (9995678)

CAUTION: Make sure that the flywheel is in full contact with the crankshaft flange
before installing the flywheel bolts.
NOTE: Make sure that the locating pin on the crankshaft is aligned with the guide hole
in the flywheel or flexplate.
see 9995678
Fig. 27: Flywheel Bolt Torque Sequence

Torque: Flywheel
• Stage 1: 45 Nm
• Stage 2: 65°
Fig. 28: Guide Pins Removed, Torque Remaining Bolts

Torque: Flywheel
• Stage 1: 45 Nm
• Stage 2: 65°

CYLINDER HEAD (B5254T3 AND B5254T7)

CYLINDER HEAD
Special Tools
999 7107 Support
Tool description: Support
Tool boards: 21
999 5454 PRESS TOOL (2) (CYLINDER HEAD)

B6304/B5254
Tool description: PRESS TOOL (2) (CYLINDER HEAD)
B6304/B5254
Tool boards: 21
999 5670 Pliers (removing valve/camshaft cover) B4184-

B6304
Tool description: Pliers (removing valve/camshaft cover)
B4184-B6304
Tool boards: 21
951 2050 BEVEL PROTRACTOR

Tool description: BEVEL PROTRACTOR
Tool boards: 08
951 2767 Roller (Applying liquid gasket) B234, 5234,

6304
5234, 6304
Tool boards: 08
Materials
Gasket solution 1161847
Engine oil -
REMOVAL
AND BLEEDING
Fig. 29: Installation of Support Tool (9997107)

see 9997107
 see AIR CLEANER HOUSING

 see VVT UNIT
 see FUEL INJECTOR
 see EXHAUST MANIFOLD
 the intake manifold. See INDUCTION PIPE
 see VVT SOLENOID
 see SPARK PLUGS
Fig. 30: Quick Release Connector

Fig. 31: Timing Belt Rear Cover Bolt

Fig. 32: Engine Mount Bracket and Lift Hook

Fig. 33: Oil Filler Tube, Bolts

Fig. 34: Special Tools (9995454)

see 9995454
Fig. 35: Press Tools Installed

see 9995454
Fig. 36: Remove 46 Bolts

Fig. 37: Loosening Press Tools, Use Special Pliers (9995670) Remove Cam Cover Evenly
see 9995670
Fig. 38: Lifting Cam Cover, Tools removed


Fig. 39: Gently Lift Out Camshafts



Fig. 41: Head Bolt Removal Sequence

INSTALLATION
Fig. 42: Gasket Solution, 1161847

CAUTION: Make sure that no fluids are present in the cylinder head bolt threaded
bores.
Use: Gasket solution, 1161847
Fig. 43: Head Bolt Torque Sequence

see 9512050
Torque: Cylinder head
• Stage 1: 20 Nm
• Stage 2: 60 Nm
• Stage 3: 130°
CAUTION: Only use the specified lubricant.
NOTE: Make sure that these components are installed to the noted removal position.
Use: Engine oil,
NOTE: This step is only necessary if adjustment is required
Perform valve clearance. See VALVE CLEARANCE
Fig. 45: Apply Engine Oil to Camshafts

CAUTION: Only use the specified lubricant.
Use: Engine oil,

Fig. 46: Identifying Positions of Camshafts


see 9512767

Fig. 48: Installing Press Tools (9995454)


Torque: M7
17 Nm

Torque: M6
10 Nm
Fig. 51: Remove Pipe

Fig. 52: Engine Mounting Bracket and Lift Hooks

1. Torque: M10
50 Nm
2. Torque: M8
24 Nm
Fig. 53: Timing Belt Rear Cover Bolt

Torque: M6
10 Nm
Fig. 54: Quick Release Connector

 see VVT UNIT

 see EXHAUST MANIFOLD
 see FUEL INJECTOR
 see SPARK PLUGS
 the intake manifold. See INDUCTION PIPE
 see VVT SOLENOID
Fig. 55: Support Tool (9997107) Installed

Torque: M10
50 Nm
Fill cooling system, draining, filling, and bleeding, see COOLING SYSTEM - DRAINING, CHARGING
AND BLEEDING
ENGINE COMPLETE (B5254T3 AND B5254T7)

ENGINE, REMOVAL
Special Tools
981 4123 Spanner
Tool boards: 23
999 7077 Jimmy bar

Tool description: Jimmy bar
Tool boards: 43
REMOVAL
Perform depressurizing fuel system. See FUEL SYSTEM PRESSURE RELEASE
AND BLEEDING
 see BATTERY
 see ACCESSORY DRIVE BELT TENSIONER
 see BRACKET LOWER TORQUE ROD

 see FRONT SUBFRAME .
 see CATALYTIC CONVERTER
 see DRIVE SHAFT RIGHT
 see DRIVE SHAFT LEFT
 right-hand side fog lamp front. See FRONT FOG LIGHTS
Fig. 56: Removing Battery Box and Sensor

Fig. 57: Removing Cover, Fuse Box

Fig. 58: Removing Battery Cable to Fuse Box

Fig. 59: Removing Grounding Cables

Fig. 60: Battery Lead Terminal and Harness

Fig. 61: Locating Wiring Harness Bracket Bolt

Fig. 62: Removing Quick Release Connector with tool (9814123)

see 9814123
Fig. 63: Identifying Vacuum Connections

Fig. 64: Viewing Dipstick Tube and Radiator Hose

NOTE: Use suitable paper to absorb any escaping fluid.

Fig. 65: Cooler and Connections

Fig. 66: Removing/Installing Engine with Adaptable Lift Unit

see 9997077
Fig. 67: Identifying Air Tube and Attachments

Fig. 68: Heater Hose Couplings


Fig. 69: Pressure Sensor Connector

Fig. 70: Locating Ground Wire

Fig. 71: Coolant Hose at Reservoir

Fig. 72: Coolant Reservoir

Fig. 73: Identifying Bracket Bolts and Clip

Fig. 74: Power Steering Lines and Bracket

Fig. 75: Identifying A/C Compressor Bolts


 See ENGINE SUPPORT INSULATOR, RIGHT

 See ENGINE SUPPORT INSULATOR LEFT
Fig. 77: Removing/Installing Engine With Adaptable Lift Unit


NOTE: Make sure that no components catch.
ENGINE, INSTALLATION
INSTALLATION

CAUTION: Make sure that no components catch.


Torque: M8
24 Nm
Fig. 80: Identifying Power Steering Lines, Bolts and Clamps

1. Torque: M10
50 Nm
2. Torque: Pressure line to power steering pump
30 Nm

Torque: M6
10 Nm

Torque: M6
10 Nm

Fig. 84: Remove/Install Coolant Reservoir

Fig. 85: Remove/Install Coolant Hose


Torque: M6
10 Nm
Fig. 87: Installing Heater Hoses with Quick Connects

Fig. 88: Installing Tubes with Quick Connects

CAUTION: Make sure that the quick release couplings are correctly engaged.

Fig. 90: Installation of Gear Selector Cable

Fig. 91: Cooler and Connections


Torque: M6
10 Nm

Torque: M6
10 Nm
Fig. 94: Installing Battery Lead Terminal

1. Torque: M8
24 Nm
2. Torque: M6
10 Nm
Fig. 95: View of Grounding Cables

1. Torque: M8
24 Nm
2. Torque: M6
10 Nm
Fig. 96: View of Battery Cable to Fuse Box

Fig. 97: Refitting Cover

Fig. 98: Installing Battery Box and Sensor

Torque: M6
10 Nm
Assemble the following items:
 right-hand side fog lamp front, see FRONT FOG LIGHTS

 see DRIVESHAFT LEFT
 see FRONT SUBFRAME

 see BATTERY
Fill cooling system, draining, filling, and bleeding. See COOLING SYSTEM - DRAINING, CHARGING
AND BLEEDING
Perform oil level power steering, check, see OIL LEVEL, POWER STEERING, CHECKING
Top up the engine oil. See ENGINE OIL
ENGINE COMPLETE (B5254T3 AND B5254T7; MANUAL TRANSMISSION)

ENGINE, REMOVAL
Special Tools
981 4123 Spanner
Tool boards: 23
999 7077 Jimmy bar

Tool description: Jimmy bar
Tool boards: 43
REMOVAL
Perform depressurizing fuel system. See FUEL SYSTEM PRESSURE RELEASE
Drain cooling system, draining, filling, and bleeding, see COOLING SYSTEM - DRAINING, CHARGING
AND BLEEDING
 battery, see BATTERY

 air cleaner (ACL) housing, see AIR CLEANER HOUSING
 Tensioner accessory drive belt, see ACCESSORY DRIVE BELT TENSIONER
 Bracket lower torque rod, see BRACKET LOWER TORQUE ROD
 the catalytic converter, see CATALYTIC CONVERTER
 Drive shaft right, see DRIVE SHAFT RIGHT
 Driveshaft left, see DRIVESHAFT LEFT
 right-hand side fog lamp front, see FRONT FOG LIGHTS (2006-2009), FRONT FOG LIGHTS
(2010-2011), or see FRONT FOG LIGHTS (2011)
Fig. 99: Removing Battery Box and Sensor

Fig. 100: Removing Cover, Fuse Box

Fig. 101: Removing Battery Cable to Fuse Box

Fig. 102: Removing Grounding Cables

Fig. 103: Battery Lead Terminal and Harness


Fig. 105: Removing Quick Release Connector With Tool (9814123)

see 9814123

Fig. 107: Viewing Dipstick Tube And Radiator Hose

Fig. 108: View of Radiator Hose and Clamp, Lower



see 9997077
Fig. 110: Identifying Gear Selector Cable Clips


Fig. 112: Identifying Clutch Hydraulic Line and Clip

Fig. 113: Removing Line


Fig. 115: Heater Hose Couplings



Fig. 118: Coolant Hose at Reservoir

Fig. 119: Coolant Reservoir


Fig. 121: Power Steering Lines and Bracket






NOTE: Make sure that no components catch.
ENGINE, INSTALLATION
INSTALLATION

CAUTION: Make sure that no components catch.

 see ENGINE SUPPORT INSULATOR LEFT

 see ENGINE SUPPORT INSULATOR, RIGHT

Torque: M8
24 Nm
Fig. 127: Identifying Power Steering Lines, Bolts and Clamps

1. Torque: M10
50 Nm
2. Torque: Pressure line to power steering pump
30 Nm
Fig. 128: Identifying Bracket Bolts And Clip

Torque: M6
10 Nm
Fig. 129: Identifying Air Tube And Attachments

Torque: M6
10 Nm

Fig. 131: Remove/Install Coolant Reservoir

Fig. 132: Remove/Install Coolant Hose


Torque: M6
10 Nm
Fig. 134: Installing Heater Hoses with Quick Connects

Fig. 135: Installing Tubes With Quick Connects

CAUTION: Make sure that the quick release couplings are correctly engaged.

Fig. 137: Clutch Control Hydraulic Line And Position Sensor

Fig. 138: View Of Gear Selector Cables

Fig. 139: View Of Radiator Hose And Clamp, Lower


Torque: M6
10 Nm

Torque: M6
10 Nm
Fig. 142: Installing Battery Lead Terminal

1. Torque: M8
24 Nm
2. Torque: M6
10 Nm
Fig. 143: View of Grounding Cables

1. Torque: M8
24 Nm
2. Torque: M6
10 Nm
Fig. 144: View of Battery Cable to Fuse Box

Fig. 145: Refitting Cover

Fig. 146: Installing Battery Box and Sensor

Torque: M6
10 Nm
Assemble the following items:
 Right-hand side fog lamp front. See FRONT FOG LIGHTS

 see DRIVE SHAFT LEFT

 see BATTERY
Fill cooling system, draining, filling, and bleeding. See COOLING SYSTEM - DRAINING, CHARGING
AND BLEEDING
Perform clutch system venting. See BLEEDING THE CLUTCH SYSTEM
Perform oil level power steering, check, see OIL LEVEL, POWER STEERING, CHECKING
Top up the engine oil. See ENGINE OIL
ENGINE MOUNTING (B5254T3 AND B5254T7)

BRACKET, LOWER TORQUE ROD
REMOVAL

Fig. 148: Bracket Bolts

1. Torque: M12
80 Nm
2. Torque: Bottom torque rod (screw M10)
60 Nm
INSTALLATION
ENGINE SUPPORT INSULATOR, LEFT
ENGINE SUPPORT INSULATOR, LEFT
Special Tools
999 5185 HOOK (LIFTING OUT ENGINE-TO 2810)
Tool description: HOOK (LIFTING OUT ENGINE-TO
2810)
Tool boards: 21
999 7103 Lifting beam

Tool description: Lifting beam
Tool boards: 21
999 7102 Lifting yoke

Tool description: Lifting yoke
Tool boards: 21
REMOVAL
Remove battery. See BATTERY
Fig. 149: Installing Engine Support Beam and Hook (9995185, 997103)
see 9995185 see 9997103
Fig. 150: Lifting Yoke (9997102) Installed

see 9997102
Fig. 151: Removing/Installing Engine Pad, Left

1. Torque: Engine pad, left side (4 nuts M10)
• Stage 1: 34 Nm
• Stage 2: 60°
2. Torque: M8
24 Nm
3. Torque: M6
10 Nm
Fig. 152: Removing/Installing Engine Pad, Left

Torque: Engine pad, left side (screw M12)
80 Nm
INSTALLATION
ENGINE SUPPORT INSULATOR, RIGHT
REMOVAL

Fig. 153: Installing Engine Support Beam and Hook (9995185, 997103)
Fig. 154: Removing Coolant Reservoir


Fig. 155: Remove/Install Engine Pad, Right

Torque: Engine pad to frame member
90 Nm
Fig. 156: Engine Pad Bolts to Engine

Torque: Engine pad to engine, screw
133 Nm
INSTALLATION
FRONT BUSHING, SUBFRAME FRONT

Special tools:
see 9997054
see 9997034
see 9997132
see 9997131
see 9997130
see 9997134
see 9997133
see 9997138
see 9997137
PREPARATORY WORK
Remove the wheel.
Remove the sub-frame.
REMOVAL
REMOVING FRONT SUB-FRAME BUSHING

Fig. 157: Identifying Tools 9997054, 9997034, 9997132, 9997131 And 9997130
Press the control arm into place.
Install the hydraulic cylinder.
Use: see 9997054 with: see 9997034 , nut M12: see 9997132 , socket: see 9997131 and drift: see 9997130 .
Pull the bushing out.
REMOVING REAR SUB-FRAME BUSHING


Press the control arm into place.
Use see 9997054 with: see 9997034 , nut M12: see 9997132 , socket: see 9997136 and drift: see 9997135 .
INSTALLATION
INSTALLING THE FRONT SUB-FRAME BUSHING


Use see 9997054 with: see 9997034 , nut: see 9997132 , socket: see 9997134 , lock ring: see 9997134 and ring:
see 9997133 .
Pull in the bushing until it is centered in the link arm. Pull the bushing in approximately half-way and then
remove: see 9997134 .
Then pull the bushing in so that it bottoms out against the flange
INSTALLING REAR SUB-FRAME BUSHING

Fig. 160: Identifying Control Arm

Install the control arm.
Use: see 9997054 with: see 9997034 , nut: see 9997132 , socket: see 9997138 , drift: see 9997135 lock ring: see
9997138 and ring: see 9997137 .
NOTE: The bushings shall be installed with the markings in line across the length of
the car.
Pull the bushing in approximately half-way and then remove see 9997138 .
Then pull the bushing in so that it bottoms out against the flange.
FINISHING
INSTALLING THE SUB-FRAME
Install the sub-frame.
Install the wheel according to WHEELS .

LOWER TORQUE ROD
REMOVAL

Fig. 162: Removing/Installing Torque Rod

1. Torque: M12
80 Nm
2. Torque: M12
80 Nm
INSTALLATION
OIL PAN (B5254T3 AND B5254T7)

OIL PAN
Special Tools
999 7273 Guide pin
Tool description: Guide pin
Tool boards: 21
951 2767 Roller (Applying liquid gasket) B234, 5234,

6304
5234, 6304
Tool boards: 08
Materials
REMOVAL
Remove the auxiliaries belt. See ACCESSORY DRIVE BELT

Fig. 163: A/C Compressor Bolts

Fig. 164: Air Tube, Turbocharger

Fig. 165: Remove/Install Bolt

Fig. 166: Remove/Install Bolt

Fig. 167: Dipstick Tube Bolt

Fig. 168: Oil Cooler Bolts

Fig. 169: 29 Oil Pan Bolts

INSTALLATION
Fig. 170: Guide Pins (9997273)

see 9997273
Fig. 171: Identifying Gasket Locations

Fig. 172: Cleaning agent, 1161721 and (Applying liquid gasket)

see 9512767


Torque: M7
17 Nm
VARIABLE VALVE TIMING SYSTEM (VVT) (B5254T3 AND B5254T7)

CAMSHAFT SEAL
Special Tools
Tool boards: 21
999 7364 Drift

Tool boards: 21
999 5718 Drift (installing/sealing camshaft with VVT)

Tool description: Drift (installing/sealing camshaft with
VVT)
Tool boards: 21
REMOVAL
Remove the variable valve timing unit. See VVT UNIT
Fig. 174: Removing Cam Seal with Special Tool (9995651)

see 9995651
INSTALLATION
Fig. 175: Installing Cam Seal without VVT using Special Tool (9997364)
see 9997364
Fig. 176: Installing Cam Seal with VVT-Special Tool (9995718)

see 9995718
CAMSHAFTS
Special Tools
999 7107 Support
Tool description: Support
Tool boards: 21
999 5454 PRESS TOOL (2) (CYLINDER HEAD)

B6304/B5254
Tool description: PRESS TOOL (2) (CYLINDER HEAD)
B6304/B5254
Tool boards: 21
999 5670 Pliers (removing valve/camshaft cover) B4184-

B6304
Tool description: Pliers (removing valve/camshaft cover)
B4184-B6304
Tool boards: 21
951 2767 Roller (Applying liquid gasket) B234, 5234, 6304

5234, 6304
Tool boards: 08
Materials

Engine oil -
Gasket solution 1161847
REMOVAL
Fig. 177: Installation of Support Tool (9997107)

see 9997107
 See SPARK PLUGS

 See CAMSHAFT SEAL

Fig. 179: Special Tools (9995454)

see 9995454
Fig. 180: Press Tools Installed

see 9995454

Fig. 182: Loosening Press Tools, Use Special Pliers (9995670) Remove Cam Cover Evenly
see 9995670
Fig. 183: Lifting Cam Cover, Tools Removed

Fig. 184: Gently Lift Out Camshafts

INSTALLATION
NOTE: This step is only necessary if adjustment is required
Perform valve clearance. See VALVE CLEARANCE

Fig. 185: Apply Engine Oil to Camshafts

Use: Engine oil,
Fig. 186: Identifying Positions of Camshafts


see 9512767
Fig. 188: Installing Press Tools (9995454)


Fig. 189: Install 46 Bolts

Torque: M7
17 Nm

Torque: M6
10 Nm
 See CAMSHAFT SEAL

 See VVT UNIT
See TIMING BELT
 See SPARK PLUGS

 See IGNITION COIL
TIMING BELT
TIMING BELT
Special Tools
999 5433 COUNTERHOLD (VIBRATION DAMPENER)
B6304 B5254
Tool description: COUNTERHOLD (VIBRATION
DAMPENER) B6304 B5254
Tool boards: 21
REMOVAL
 the auxiliaries belt, see ACCESSORY DRIVE BELT TENSIONER

 Engine support insulator, right, see ENGINE SUPPORT INSULATOR, RIGHT
Fig. 191: Hose and Bracket

Torque: M6
10 Nm
Fig. 192: Timing Belt Cover Bolt

Torque: M6
10 Nm
Fig. 193: Install Special Tool (9995433)

see 9995433
Fig. 194: Remove/Install Crank Nut Using Special Tool (9995433)

1. Torque: Center nut vibration damper (crankshaft)
180 Nm
2. Torque: Oscillation damper, flange screw
• Stage 1: 25 Nm
• Stage 2: 60°
Fig. 195: Remove Vibration Damper Pulley

Fig. 196: Identifying Position of Crank Sprocket at TDC #1

Fig. 197: Mark Position of Cam Sprockets at TDC #1

Fig. 198: Loosening Tensioner

Fig. 199: Idler Pulley Bolts

Torque: M8
24 Nm
Fig. 200: Remove/Install Timing Belt

NOTE: The component can be reused unless it has been subjected to abnormal
mechanical stress, damage or oil contamination.
INSTALLATION
VVT SOLENOID
REMOVAL
Fig. 201: Identifying Engine Cover And Screws

Torque: M6
10 Nm
Fig. 202: Identifying Timing Case Cover

Fig. 203: Bolts and Connectors

Torque: M6
10 Nm
INSTALLATION
VVT UNIT
Special Tools
999 5452 CAMSHAFT ADJUSTMENT TOOL
(alignment-camshaft) B6304
Tool description: CAMSHAFT ADJUSTMENT TOOL
(alignment-camshaft) B6304
Tool boards: 21
999 5451 ADJUSTMENT TOOL (ALIGNMENT-

CRANKSHAFT) B6304 B5254
Tool description: ADJUSTMENT TOOL (ALIGNMENT-
CRANKSHAFT) B6304 B5254
Tool boards: 21
REMOVAL
 See AIR CLEANER HOUSING

 See TIMING BELT
 See STARTER MOTOR
Fig. 204: Removing Turbocharger Inlet

Fig. 205: Lift Hook Bolts

Fig. 206: Cam Plugs

Fig. 207: Cam Alignment Tool (9995452) Installed

see 9995452
Fig. 208: Installing VVT Units

INSTALLATION
Fig. 209: Installing VVT Units

NOTE: Only tighten the bolts finger tight at this stage.

Fig. 210: Crankshaft Holder Tool (9995451) Installed

see 9995451
Fig. 211: Torque VVT Unit Bolts to Specification

Torque: VVT unit, center screw
120 Nm
Fig. 212: Install Lift Hook, Bolts

1. Torque: M10
50 Nm
2. Torque: M6
10 Nm
 See STARTER MOTOR

 See TIMING BELT
Fig. 213: Removing Turbocharger Inlet

CAUTION: Make sure that the inside of the pipe ends are clean and free of oil residue.
Torque: M6
10 Nm
Install the air filter housing. See AIR CLEANER HOUSING

ENGINE Engine - Specifications, Mechanical
ENGINE
Engine - Specifications, Mechanical
GENERAL (B5244S4; 2006-07)

ENGINE
GENERAL DATA
- B5244S4 B5244S5 B5244S7
Engine code 38 66 39
Power (kw/rpm) 125/6000 103/6000 123/6000
Max torque (Nm/rpm) 230/1500-4800 220/4000 230/4000
Max rpm 6500/6800 6500/6800 6500/6800
Idling (rpm) 720 720 720
Cylinder bore (mm) 83 83 83
Stroke (mm) 90 90 90
Swept volume (liters) 2.435 2.435 2.435
Firing sequence 1-2-4-5-3 1-2-4-5-3 1-2-4-5-3
Engine control system Denso Denso Denso
Weight, complete, including oil (kg) 150 150 150
Fig. 1: Engine Manufacture Number, Engine Serial Number & Type

for the water pump.
Fig. 2: Classification Chart

The marking is stamped into the engine block and crankshaft. The classification marking is in the engine block
above the oil cooler and crankshaft. The classification shall be read from the digit 1 to 6. The first letter after the
digit 1 corresponds to the classification of main bearing 1. The bearing positions are numbered starting at the
engine's leading edge.
1. Classification cylinder block

2. Classification crankshaft
3. Cylinder block
4. Intermediate section
CYLINDER BLOCK
Fig. 3: Cylinder Block

CYLINDER BORE (D)

Standard -
C-marked........ mm 83.000-83.010
D-marked........ mm 83.010-83.020
E-marked........ mm 83.020-83.030
COOLING DUCT, ENGINE BLOCK


Length........ mm 0.7-1.0
PISTONS

PISTONS
of the piston
C-marked1 ........ mm 82.950-82.960

D-marked1 ........ mm 82.960-82.970
E-marked1 ........ mm 82.970-82.980

PISTON RINGS
Top ring........ mm 1.2 - 0.01/-0.03
1st ring........ mm 1.5 - 0.01/-0.03
Oil ring........ mm 2 - 0.01/-0.136
PISTON PIN
Diameter........ mm 21.000 0.000/-0.004
Length........ mm 57.0 0.0/+0.2
VALVES

VALVES
Intake
Length (A)........ mm 102.00 ± 0.07
Diameter on crown (B)........ mm 31 ± 0.15
Diameter on shaft (C)........ mm 5.94 ± 0.07
Valve angle (D)........° 45.5 ± 0.17
Valve clearance........ mm 0.20 ± 0.03
Exhaust
Length (A)........ mm 101.05 ± 0.07
Valve angle (D)........° 45.5 ± 0.17
VALVE SEATS
Seat angle........° 45.5 ± 0.17
TAPPETS
Diameter........ mm 32 -0.025/-0.040
Length........ mm 2.950 - 3.685 ± 0.01
CAMSHAFTS
CYLINDER HEAD
CYLINDER HEAD
Max. distortion, transverse........ mm 0.2
Height........ mm 149.4 ±0.15
CRANKSHAFT
Axial play (Measured in the engine with the intermediate 0.08-0.19
section tightened)........ mm
BIG END JOURNALS

Bearing recess width........ mm 26.0 ± 0.1


CONNECTING RODS
Diameter, Bearing Recesses
Big end........ mm 53.000 0.000/+0.013
Small-end........ mm 21.000 +0.005/+0.011
Length
OIL PRESSURE
Oil Pressure (min.)
13.3 r/s (800 rpm)........ Mpa1 0.10
14.2 r/s (850 rpm)........ Mpa1 0.10
66.7 r/s (4000 rpm)........ Mpa1 0.35
Mpa1
FUEL LINE PRESSURE

Desired Value
THERMOSTAT
GENERAL (B5254T3; 2006-07)

ENGINE
GENERAL DATA
- B5254T3
Engine code 68
Power (kw/rpm) 162/5000
Max torque (Nm/rpm) 320/1500-4800
Max rpm 6500/6800

Idling (rpm) 720
Cylinder bore (mm) 83
Stroke (mm) 93.2
Swept volume (liters) 2.521
Firing sequence 1-2-4-5-3
Engine control system Bosch ME 9
Weight, complete, including oil (kg) 170
Fig. 7: Engine Manufacture Number, Engine Serial Number & Type

for the water pump.

Fig. 8: Classification Chart

The marking is stamped into the engine block and crankshaft. The classification marking is in the engine block
above the oil cooler and crankshaft. The classification shall be read from the digit 1 to 6. The first letter after the
digit 1 corresponds to the classification of main bearing 1. The bearing positions are numbered starting at the
engine's leading edge.
1. Classification cylinder block

2. Classification crankshaft
3. Cylinder block
4. Intermediate section
CYLINDER BLOCK
Fig. 9: Cylinder Block

CYLINDER BORE (D)

Standard -
C-marked........ mm 83.000-83.010
D-marked........ mm 83.010-83.020
E-marked........ mm 83.020-83.030
COOLING DUCT, ENGINE BLOCK


Length........ mm 0.7-1.0
PISTONS

PISTONS
of the piston
C-marked1 ........ mm 82.950-82.960
D-marked1 ........ mm 82.960-82.970
E-marked1 ........ mm 82.970-82.980

PISTON RINGS
Top ring........ mm 1.2 -0.01/-0.03
1st ring........ mm 1.5 -0.01/-0.03
Oil ring........ mm 2 -0.01/-0.136
PISTON PIN
Diameter........ mm 21.000 0.000/-0.004
Length........ mm 57.0 0.0/+0.2
VALVES

VALVES
Intake
Length (A)........ mm 102.00 ± 0.07
Valve angle (D)........° 45.5 ± 0.17
Exhaust
Length (A)........ mm 101.05 ± 0.07
Valve angle (D)........° 45.5 ± 0.17
VALVE SEATS
Seat angle........° 45.5 ± 0.17
TAPPETS
Diameter........ mm 32 - 0.025/-0.040
Length........ mm 2.950 - 3.685 ± 0.010
CAMSHAFTS
CYLINDER HEAD
CYLINDER HEAD
Max. distortion, transverse........ mm 0.2
Height........ mm 149.4 ±0.15
CRANKSHAFT
Axial play (Measured in the engine with the intermediate 0.08-0.19
section tightened)........ mm
BIG END JOURNALS

Bearing recess width........ mm 26.0 ± 0.1

Diameter, standard1 ........ mm 65.000 + 0.003/-0.016
CONNECTING RODS
Diameter, Bearing Recesses
Big end........ mm 53.000 0.000/+0.013
Small-end........ mm 21.000 +0.005/+0.011
Length
OIL PRESSURE
Oil Pressure (min.)
13.3 r/s (800 rpm)........ Mpa1 0.10
14.2 r/s (850 rpm)........ Mpa1 0.10
66.7 r/s (4000 rpm)........ Mpa1 0.35
Mpa1
FUEL LINE PRESSURE

Desired Value
THERMOSTAT
GENERAL (B5254T7; 2008-12)

ENGINE
See ENGINE
ACCESSORIES AND BODY, CAB Roof Panel, Replacing - Removal, Replacement And Installation
Roof Panel, Replacing - Removal, Replacement And Installation
HOOD, COVER WITH ASSEMBLY PARTS

CONTROL LOCK ENGINE HOOD (2010-2012)
REMOVAL
REMOVING THE HOOD LOCK CONTROL
Fig. 1: Identifying Hood Lock Control

Fold back the insulation panel by the hood lock control.
Remove:
 the 2 nuts
 the mechanical cable from the control
 control.
INSTALLATION
INSTALLING THE HOOD LOCK CONTROL
Install:
 the control
 the cable
 2 M6 nuts. Tighten.
Ensure that the insulation panel is in the correct position.
Check the function of the control.
DOOR LATCH HOOD (2010-2012)
the illustrations is always correct
REMOVAL
REMOVING HOOD CATCH

Fig. 2: Identifying Air Intake Screws

Open the hood.
Remove:
 the bumper cover. See: COVER BUMPER FRONT (2006-2009) , COVER BUMPER FRONT (2010,
2011) or COVER BUMPER FRONT (B5254T7; 2011-2012) .
 the 2 screws on the air intake
 the air intake. Pull the air intake away from the upper mounting. Then bend the air intake upwards.
Fig. 3: Identifying Engine Compartment Panel Screws

Remove:
 the 2 screws holding the engine compartment panel

 the engine compartment panel.
Fig. 4: Identifying Airtight Seal Nuts

Remove the 3 nuts holding the airtight seal.
Fold the airtight seal down.

Fig. 5: Identifying Hood Catch Screws

Remove the 2 screws holding the hood catch.

Fig. 6: View Of Hood Catch And Cable

Unhook the cable and remove the hood catch.
INSTALLATION
INSTALLING HOOD CATCH
Install:
 the hood catch and the 2 M8 screws. Tighten

 the connector
 the cable on the hood catch
 the airtight seal and the 3 plastic nuts. Tighten
 the engine compartment panel together with the 2 M6 screws. Tighten
 the air intake together with the 2 M6 screws. Tighten
 the bumper cover. See: COVER BUMPER FRONT (2006-2009) , COVER BUMPER FRONT (2010-
2011) or COVER BUMPER FRONT (B5254T7; 2011-2012)
HOOD HINGE (2010-2012)
REMOVAL
REMOVING HINGES HOOD
Fig. 7: Identifying Front Fender Screws

Remove:
 the hood
 the 4 M6 screws at the top edge of the front fender.
Carefully bend in the fender to access the 2 hinge screws.

Place a support against the fender to prevent it being damaged.
Remove the 2 M8 screws and remove the hinge.
INSTALLATION
INSTALLING HINGES HOOD
Fig. 8: Identifying Hood Hinges

Install:
 the hinge together with the 2 M8 screws. Tighten

 the front fender using the 4 M6 screws. Tighten
 the hood.
HOOD INSULATION (2006-2011)

Fig. 9: Identifying Hood Insulation

WIRE LOCK ENGINE HOOD (2010-2012)
REMOVAL
REMOVING THE MECHANICAL CABLE

Fig. 10: Removing Mechanical Cable

Remove:
 the 2 screws for the cover above the hood latch

 the cover.
Unhook the mechanical cable at the hood catch.

Fig. 11: Identifying Mechanical Cable At The Hood Catch

Remove the soundproofing panel on the driver's side in accordance with: INSTRUMENT PANEL LOWER .
Unhook the cable from the hood catch mechanism.

Fig. 12: Identifying Brake Fluid Reservoir Protective Cover

Remove:

 the 3 M6 screws for the bottom of the battery box. Remove the battery box
 the connector
 the 2 clips securing the plastic cover in front of the power brake booster. Carefully fold the plastic cover
forwards.
NOTE: Note the routing of the wire.
Remove the cable.
INSTALLATION
INSTALLING THE MECHANICAL CABLE
Insert the mechanical cable as noted previously.

Hook the mechanical cable into the hood catch and the hood catch control.
Install:
 the 2 clips
 the bottom of the battery box
 the connector
 the 3 M6 screws. Tighten
 the cover over the hood catch using the 2 screws.
HINT: Test the function before closing the hood.
RADIATOR GRILLE (2006-2009)

PLENUM CHAMBER
REMOVAL
REMOVING THE PLENUM CHAMBER
Fig. 13: Identifying Cowl Clips

Remove:
 the windshield wipers. See WIPER ARM

 the 4 clips
Press the center pin down onto the clips.
Turn the 2 catches (1) anti-clockwise 1/4 turn.
Lift out the cowl.
REMOVING THE SPLASH GUARD
NOTE: Removing protective covers applies to vehicles with the following chassis
numbers:
Fig. 14: Remove Old Protective Cover Under Cowl

Remove the old protective cover from under the cowl using a screwdriver or similar.
Fig. 15: Identifying Protective Cover's Plastic Welds

Remove the remains from the protective covers plastic welds using a small chisel.
INSTALLATION
INSTALLING BUTYL TAPE
Fig. 16: Installing Butyl Tape

Apply butyl tape to the protective cover. Press the tape out slightly before securing to the vehicle.
INSTALLING PROTECTIVE COVER


Install the protective cover by sliding it towards and under the windshield (1).
Press the front edge of the protective cover firmly so that the butyl tape adheres to the plate (2).
INSTALLING THE PLENUM CHAMBER
Install the cowl in the correct position. Ensure that the rubber seals against the fenders and the windshield are
correctly located. Check that the guide clips underneath the cowl are in the correct position in relation to the
windshield.
Turn the 2 catches clockwise 1/4 turn. Check that the marking on the relevant catch is turned toward the
windshield.
Install the 4 clips.
NOTE: Start with the outer clips.

Fig. 18: Correctly Checking Cowl Position

Use a thin plastic film (transparent). Check that the cowl is correctly positioned against the windshield.
CAUTION: To prevent water leaks, the corners of the plastic film must not be between
the cowl and the windshield.
Install the windshield wipers. See WIPER ARM.
WIPER ARM
Special tools
981 4088 Puller
Tool boards: 80
REMOVAL



see 9814088
Fig. 22: View Of Windshield Wiper Arm Removal

INSTALLATION
Fig. 23: View Of Windshield Wiper Arm Position

30 Nm
WIPER ARM
Special tools
981 4088 Puller
Tool boards: 80
REMOVAL

Fig. 25: Identifying Windshield Wiper Arm Nut Covers

30 Nm

see 9814088
INSTALLATION
Fig. 27: View Of Windshield Wiper Arm Position

RADIATOR GRILLE
REMOVAL
Fig. 28: Identifying Radiator Grille Clips -- Early Version

Fig. 29: Removing Radiator Grille -- Early Version

INSTALLATION

PLENUM CHAMBER
see PLENUM CHAMBER
RADIATOR GRILLE
REMOVAL
Fig. 30: Identifying Radiator Grille Clips (Older Models)

Fig. 31: Identifying Radiator Grille Badge Tabs

Fig. 32: Identifying Radiator Grille Clips (Newer Models)

Fig. 33: Identifying Direction To Remove Radiator Grille

Fig. 34: Identifying Emblem Interlocking Clips

INSTALLATION

PLENUM CHAMBER
see PLENUM CHAMBER
RADIATOR GRILLE
REMOVAL
Fig. 35: Identifying Radiator Grille Clips (Newer Models)

Fig. 36: Identifying Direction To Remove Radiator Grille

Fig. 37: Identifying Emblem Interlocking Clips

INSTALLATION
FRONT SECTION
FRONT END (2006-2011)
REMOVAL
REMOVING THE FRONT SECTION

Fig. 38: Identifying Front Section Screws

Remove:
 the headlights
 the bumper. See: COVER BUMPER FRONT (2006-2009)
 the washer jets on the left and right side
 the cover plate
 the air guides
 hood catch cable
 hood catch
 radiator mounting
 power steering fluid reservoir
Disconnect:
 2 impact sensors
 the cable harness and radiator hoses from the front plate.
Remove:
 the front edge of the fender

 the 3 screws in the top edge of the fender
 the fender and 5 M6 screws.
Pull the front edge of the fender outward slightly so that the screws are accessible. See the illustration.
Fig. 39: View Of Front Edge Of The Fender Screws

Remove the 8 M8 screws of the front plate and remove the plate.
INSTALLATION
INSTALLING THE FRONT SECTION
Install:
 the front plate with 8 M8 screws

 the cable harness and radiator hoses
 the power steering fluid reservoir
 radiator mounting
 hood catch
 the hood catch cable
Check that the hood catch engages and disengages.
Install:
 2 impact sensors
 the air guides
 the cover plate
 2 washer jets.
Adjust the front fenders and screw them into place.

Install:
 the headlights
 the bumper. See COVER BUMPER FRONT (2006-2009) .
BRACKET FRONT PIECE (2011-2012)
REMOVAL
REMOVING FRONT SIDE PANEL
Fig. 40: Removing Front Side Panel

Remove the welds using a drill.
Grind clean.
INSTALLATION
INSTALLING FRONT SIDE PANEL
Spot-weld the front side panel. Tip diameter: Ø 4.5 mm.
When welding body components, see: WELDING, GENERAL
Rust-proof. See: RUSTPROOFING .
FRONT END
see FRONT END
FRONT MUDGUARD (2006-2009)

FENDER
REMOVAL
Remove sill trim panel, see SILL PANEL
Fig. 41: Identifying Fender Liner Screws

Fig. 42: Identifying Fender Mudguard Components

Fig. 43: View Of Front Fender Screws

Torque: M6
10 Nm
INSTALLATION
See information about corrosion protection, see RUSTPROOFING
Install the sill trim panel, see SILL PANEL
FRONT MUDGUARD (2010-2011)

FENDER
REMOVAL
Remove sill trim panel, see SILL PANEL
Fig. 44: Identifying Fender Liner Screws

Fig. 45: Identifying Fender Mudguard Components

Fig. 46: View Of Front Fender Screws

Torque: M6
10 Nm
INSTALLATION
See information about corrosion protection, see RUSTPROOFING
Install the sill trim panel, see SILL PANEL
REAR MUDGUARD (2006-2012)

FENDER
REMOVAL
 Rear section, exposing, see REAR SECTION, EXPOSING (2006) , REAR SECTION, EXPOSING
(2007) or REAR SECTION, EXPOSING (2008-2012)
 Side section, exposing, see SIDE SECTION, EXPOSING
Follow the instructions regarding rear piece, see REAR SECTION
Follow the instructions regarding body side, see BODY SIDE
See information on welding, general, see WELDING, GENERAL (2006-2010) or WELDING, GENERAL
(2011-2012)
See information on sheet metal, material information, see SHEET METAL, MATERIAL INFORMATION
Fig. 47: Removing Fender (1 Of 4)




Follow the instructions regarding body sealing, sealant schedule, see BODY SEAL, SEALING DIAGRAM
Follow the instructions regarding corrosion protection, see RUSTPROOFING

INSTALLATION
Fig. 51: Installing Fender (1 Of 2)

Fig. 52: Installing Fender (2 Of 2)


 Rear section, exposing, see REAR SECTION, EXPOSING (2006) , REAR SECTION, EXPOSING
(2007) or REAR SECTION, EXPOSING (2008-2012) .
 Side section, exposing, see SIDE SECTION, EXPOSING
HOSE DRAIN DUCT REAR FENDER
Fig. 53: Identifying Rear Fender Hose Drain Duct

FINISHING
Fig. 54: Cleaner, 1161721

Use: Cleaner, 1161721
Use: Sealing compound, 1161767

SUSPENSION Front Wheel Suspension - Removal, Replacement And Installation
SUSPENSION
Front Wheel Suspension - Removal, Replacement And Installation
AXLE SHAFT, SPRING STRUT

WHEEL KNUCKLE FRONT
Special tools:
see 9512945
see 9997076
see 9997088
PREPARATORY WORK
Remove:
 the wheel
 the screw, 1 pc., (1).
Press in the drive shaft a little.
REMOVING THE BRAKE CALIPER
Fig. 2: Removing Caliper Bolts

Remove the bolts, x2.
Hang up the caliper in a suitable position to avoid damage to the brake hose.
REMOVING THE BRAKE DISC

Fig. 3: Identifying Brake Disc Retainer

Remove:
 the retaining clip

 brake disc. Pull straight out.
REMOVING THE BRAKE SHIELD

Fig. 4: Locating 4 Screws

Remove:
 the 4 screws
 brake shield.
REMOVING THE STEERING ARM

Fig. 5: Identifying Tool 9512945

Loosen the nut so that the upper edge is above the screw. Use an Allen key as a counterhold so that the rubber
gaiter is not damaged.
Pull the steering arm out of the wheel spindle. Use: see 9512945 .
REMOVING THE ABS-SENSOR

Fig. 6: Removing ABS sensor

Remove:
 1 screw
 sensor. Suspend the sensor in a suitable way.
REMOVING THE WHEEL SPINDLE
Fig. 7: Identifying Ball Joint Nut

Loosen the nut, 1 pc., so that the upper edge is above the screw. Use an Allen key as a counterhold so that the
rubber gaiter is not damaged.

Loosen the ball joint from the wheel spindle. Use: see 9512945 .

Pull the ball joint out of the wheel spindle. Use see 9997076 .
Press out the drive shaft from the wheel spindle.

Fig. 10: Pinch Bolt Removed

Remove the screw.
Widen the groove. Use: see 9997088 , install the tool so that the flat sides run along the groove, and turn 45°.
Carefully tap the wheel spindle downward with a copper mallet so that it releases from the strut assembly.
INSTALLATION
INSTALLING THE WHEEL SPINDLE
Install
 tool on the new spindle. Use: see 9997088

 wheel spindle on the shock absorber
 the screw, 1 pc., to the wheel spindle's attachment on the shock absorber. Tighten according to:
TIGHTENING TORQUE .
 the drive shaft
 wheel spindle on the ball joint. Use: see 9997076 to press down the link arm
 the nut for the ball joint. Use an Allen key as counterhold. Tighten according to: TIGHTENING
TORQUE
 the screw, 1 pc., for the drive shaft. Counterhold on the brake disc by locking it with a screwdriver in the
ventilation hole. Tighten according to: TIGHTENING TORQUE .
INSTALLING THE ABS-SENSOR
Install:
 the sensor
 the screw, 1 pc. M5.
INSTALLING THE STEERING ARM
Install:
 the steering arm

 the M10 nut. Use an Allen key as a counterhold.
INSTALLING THE BRAKE SHIELD
Install:
 brake shield
 the bolts, 4 pcs. M5.
INSTALLING THE BRAKE DISC
Install:
 the brake disc

 the retaining clip.
INSTALLING THE BRAKE CALIPER
Fit the bolts, x2. Tighten in accordance with: TIGHTENING TORQUE .
FINISHING
Install the wheel. See: WHEELS .
STABILIZER BAR, SPRING STRUT TURRET (B5254T7; 2010-2012)
REMOVAL
REMOVING THE STABILIZER BAR
Fig. 11: Removing Stabilizer

Remove:
 the 2 x nuts on both sides

 the stabilizer bar.
INSTALLATION
INSTALLING THE STABILIZER BAR
Install:
 the stabilizer bar

 the 2 x M8 nuts on both sides.
FRONT STRUT AND SPRING ASSEMBLY (B5254T7, AW55-50/51SN; 2011-2012)
REMOVAL
Remove spring, see SPRING
FRONT AXLE MEMBER, CONTROL ARM

BUSHING INNER CONTROL ARM LOWER
Special tools:
see 9997054
see 9997034
see 9997035
see 9997141
see 9997142
PREPARATORY WORK
Remove the wheels.
REMOVAL
REMOVING THE CONTROL ARM
Remove the control arm. See: REAR LOWER ARM .
REMOVING THE BUSHING

Fig. 12: Installing Special Tools

Install the control arm as illustrated.
Install the hydraulic cylinder as illustrated.
Use: see 9997054 with: see 9997034 M12x400, socket: see 9997035 , support: see 9997141 and drift: see
9997142 .
NOTE: The bushing is tapered and must be pulled down as shown.
INSTALLATION
INSTALLING THE BUSHING

Fig. 13: Using Tools, Install New Bushing

Install the hydraulic cylinder as illustrated.
Use: see 9997054 with: see 9997034 M12x400, socket: see 9997035 , support: see 9997141 and drift: see
9997142 .
Pull in the bushing until it is centered in the control arm.
NOTE: The bushing is conical and must be pulled in as illustrated.
INSTALLING THE CONTROL ARM
Install the control arm. See: REAR LOWER ARM .
FINISHING
Install the wheels. See: WHEELS .
FRONT CONTROL ARM
Special tools:
see 9512945
see 9997076
PREPARATORY WORK
REMOVING THE WHEEL AND MOVING THE DRIVE SHAFT
Fig. 14: Identifying Axle Shaft Retaining Screw

Remove:
 the wheel
 1 screw (1).
REMOVING THE CONTROL ARM

Fig. 15: Loosen Nut to Cover Threads

Slacken off the nut so that the upper edge is above the screw. Use an Allen key as a counterhold so that the boot
is not damaged.
Fig. 16: Special Tool (9512945) Installed

Remove the ball joint from the link arm. Use: see 9512945 .

Pull the ball joint out of the wheel spindle. Use see 9997076 .
Fig. 18: Re-Installing Bolts

Remove:
 the 2 x screws (1)

 the 1 screw (2)
 the control arm.
INSTALLING THE CONTROL ARM

Fig. 19: Re-Installing Bolts

Install:
 the control arm

 the 2 screws (1). Tighten. See: TIGHTENING TORQUE
 1 screw (2) Tighten. See: TIGHTENING TORQUE .
Use new screws.
Install:
 the ball joint in the wheel spindle. Use: see 9997076 .

 install the 1 nut. Use an Allen key as a counterhold. Tighten. See: TIGHTENING TORQUE . Use a
new nut.

Install:
 1 screw (1) Counterhold the brake disc. Use a screwdriver in the ventilation holes. Tighten. See:
TIGHTENING TORQUE
 the wheel. See: WHEELS .
SPINDLE
The ball joint on this model is integrated in the control arm.
To replace the control arm, see: FRONT CONTROL ARM.

WINDOWS Body and interior
WINDOWS
Body and interior
WINDOWS
ELECTRIC MOTOR, LIFT MECHANISM, FRONT DOOR
REMOVAL
Fig. 1: Identifying Front Door Lift Mechanism Electric Motor

Torque: M6
10 Nm
INSTALLATION
EXTERIOR TRIM Body and interior
EXTERIOR TRIM
Body and interior
EXTERIOR TRIM
LOWER TRIM STRIP, FRONT DOOR
Fig. 1: Removing Front Door Lower Trim Strip


WINDOWS
Body and interior
WINDOWS
WINDOW LIFT MECHANISM, FRONT DOOR
REMOVAL
 Window, front door. See WINDOW, FRONT DOOR.

 Handle outer door front, see FRONT DOOR, HANDLE OUTER
Fig. 1: Removing Front Door Window Lift Mechanism (1 Of 9)



Torque: M6
10 Nm




Torque: M6
10 Nm


INSTALLATION
WINDOWS
Body and interior
WINDOWS
WINDOW, FRONT DOOR
REMOVAL
Fig. 1: Removing Front Door Window (1 Of 4)





INSTALLATION

RESTRAINTS Body and interior
RESTRAINTS
Body and interior
RESTRAINTS
FRONT PASSENGER WEIGHT SENSOR
CAUTION: In the event of damage on the front seat cushion upholstery, see:SEAT
OCCUPANT SENSOR CHECK and SEAT OCCUPANT SENSOR CLEANING .
CAUTION: All system components must be replaced when replacing the occupant
classification sensor.
Fig. 1: Removing Seat Cushion Upholstery (1 Of 2)

Remove the seat cushion upholstery: FRONT SEAT CUSHION .

Fig. 2: Removing Seat Cushion Upholstery (2 Of 2)

CAUTION: Handle the sensor with care.
Fig. 3: Identifying Pressure Sensor/Silicon Cushion, Clips And Connectors

WARNING: Calibrate the front occupant classification sensor using VIDA (Volvo scan
tool).
FRONT SAFETY BELT BUCKLE
PREPARATORY WORK
DISCONNECTING THE BATTERY LEAD

Ignition off.
Disconnect the battery negative cable. See: BATTERY DISCONNECTING AND CONNECTING .
REMOVAL
REMOVING THE SEAT BELT BUCKLE
Fig. 5: Removing The Seat Belt Buckle

Remove:

 tie straps
 the bolt, x1
 the catch.
INSTALLATION
INSTALLING THE FRONT SEAT BELT BUCKLE
Install:
 the catch
 the 1 x M10 screw.
 the connector
 tie straps
BODY & FRAME Power transmission
BODY & FRAME
Power transmission
BODY & FRAME

FRONT SUBFRAME
Special tools
981 4047 Key
Tool description: Key
Tool boards: 64
999 7242 Wrench
Tool boards: 64
999 7089 Adjustment tool
Tool description: Adjustment tool
Tool boards: 21
REMOVAL
Fig. 1: Centering Steering Wheel

CAUTION: Make sure that the steering column lock is engaged.

Fig. 2: Removing/Installing Steering Shaft Joint

25 Nm
Remove control arm front, see FRONT CONTROL ARM
Fig. 3: Locating Front Lower Bumper Attachment Screws

Remove lower torque rod, see LOWER TORQUE ROD

Fig. 4: Identifying Special Service Tools 981 4047, 999 7242

see 9814047 see 9997242
Fig. 5: Identifying Front Stabilizer Bar Link

CAUTION: Make sure that the ball joint ball does not rotate.
Torque: Front stabilizer bar link to stabilizer bar
70 Nm
Fig. 6: Checking Flexible Exhaust Pipe

CAUTION: Make sure that the exhaust flexible pipe is not forcibly bent.
Fig. 7: Identifying Exhaust Hangers

Fig. 8: Identifying Lift Table

Fig. 9: Identifying Sub-Frame Connecting Component

1. Torque: M8
24 Nm
2. Torque: Subframe to chassis (Rear screws)
• Stage 1: 150 Nm
• Stage 2: 90 degree
Fig. 10: Identifying Frame Bolts

Torque: Subframe to chassis (Front screws)
• Stage 1: 150 Nm
Fig. 11: Identifying Sub-Frame Bolts

Torque: Steering gear to subframe
140 Nm
INSTALLATION
Fig. 12: Identifying Special Service Tool 999 7089

see 9997089
Fill container oil power steering, see RESERVOIR FLUID POWER STEERING
Perform power steering system, bleeding air, see POWER STEERING SYSTEM, BLEEDING
ENGINE Fuel System - Removal, Replacement And Installation
ENGINE
Fuel System - Removal, Replacement And Installation
FUEL INJECTOR
FUEL INJECTOR
REMOVAL
Drain depressurizing fuel system. See FUEL SYSTEM PRESSURE RELEASE .
Remove the air filter housing. See AIR CLEANER HOUSING .

Torque: M6
10 Nm
Fig. 2: Removing/Installing Timing Belt Cover

Torque: M6
10 Nm
Fig. 3: Remove/Install Inlet Tube

Fig. 4: View Of Fuel Delivery Pipe

Fig. 5: View Of Throttle Control Harness Connector

Fig. 6: View of Intake Plenum, Underside

Torque: M7
17 Nm
Fig. 7: View of Injector Harness and Fuel Rail Bolts

Fig. 8: Identifying Bolts and Retaining Plate

Torque: M6
10 Nm
INSTALLATION
FUEL PUMP, FUEL FILTER, AND FUEL TANK

CHARCOAL FILTER
CHARCOAL FILTER
Special tools:
see 9985972
see 9995972
REMOVING THE SHOCK ABSORBER
Fig. 9: Identifying Lower Shock Mounting

 1 screw
 the shock absorber from the lateral link.
REMOVAL
REMOVING THE EXHAUST

Fig. 10: Installing The Exhaust Bracket

Remove the rubber mounting from the center muffler.

Fig. 11: Identifying Rear Muffler And Rubber Mountings

Remove the 2 rubber mountings from the rear muffler.
LOWERING THE SUB-FRAME
Fig. 12: Supporting Subframe with Mobile Jack (9985972)

NOTE: Make sure that no cables/hoses are loaded or trapped when lowering the sub-
frame.
Use mobile jack: see 9985972 and see 9995972 .
Position the mobile jack against the sub-frame.
Pull the brake hose out of its bracket on both sides.
Fig. 13: Locating Subframe Bolts

Remove the 2 screws on both sides. Lower the sub-frame approximately 4 cm. Ensure that no cables/hoses are
loaded or trapped when lowering the sub-frame.
REMOVING THE CARBON FILTER CONTAINER


NOTE: When removing the carbon filter canister, make sure that the pipe sleeve (2) is
not loaded.
Remove:
 the 2 M5 screws securing the carbon filter container to the sub-frame

 the 2 pipes, secured using quick-release connectors (1)
 the hose (2).
Pull the carbon filter container out of the mounting. Take out the carbon filter container over the rear muffler.
Remove the container.
INSTALLATION
INSTALLING THE CARBON FILTER CONTAINER


NOTE: When installing the carbon filter canister, make sure that the pipe sleeve (2) is
not loaded.
Position the carbon filter container on the sub-frame. Insert the carbon filter container over the rear muffler.
Install:
 the 2 pipes, secured using quick-release connectors (1)

 the hose (2)
 the 2 M5 screws securing the carbon filter container to the sub-frame.
FINISHING


Lift up the sub-frame. Ensure that the locating pins engage in their holes in the bodywork.
NOTE: Make sure that no cables/hoses are loaded or trapped when installing the sub-
frame. Install the 2 screws on both sides. Tighten, see TIGHTENING TORQUE .
Fig. 17: Supporting Subframe With Mobile Jack (9985972)

Install the screw on both sides.
Tighten, see TIGHTENING TORQUE .
Remove the lifting table.
INSTALLING THE SHOCK ABSORBER


Install on both sides:
 the shock absorber

 the screw. Tighten. See TIGHTENING TORQUE
 the brake hose in its bracket on both sides.
INSTALLING THE EXHAUST BRACKET
Fig. 19: Installing The Exhaust Bracket

Install the rubber mounting.

Fig. 20: Identifying Rear Muffler And Rubber Mountings

Install the 2 rubber mountings for the rear muffler.
EVAPORATIVE EMISSION CANISTER PURGE VALVE
Information for this method will be produced at a later date.
EXTRA FUEL FILTER
PREPARATORY WORK
Drain the fuel injection system. See FUEL SYSTEM PRESSURE RELEASE .
HINT: Place a tray or similar under the filter to capture any spillage.
REMOVAL
REMOVING THE FUEL FILTER

Fig. 21: Fuel Filter Retaining Bolt And Quick-Release Connector

CAUTION: Extreme cleanliness must be exercised when handling these components.
Remove:
 the screw for the clamp around the filter

 the quick-release connectors for the pipes
 the filter.
INSTALLATION
INSTALLING THE FUEL FILTER
Install:
 the filter
 the pipes
 the M8 screw for the clamp around the filter (M8)
 the fuel pump fuse. See FUEL SYSTEM PRESSURE RELEASE .
FUEL FILTER IN TANK
Remove fuel filter. See FUEL PUMP AND LEVEL SENSOR UNIT
FUEL FILTER
Special Tools
981 4098 Spanner
Tool boards: 23
REMOVAL
Fig. 22: Verify Less Than 3/4 Full

WARNING: Make sure that the fuel tank is no more than 3/4 full.
Fig. 23: Identifying Fuel Filter Drain

NOTE: Do not loosen the bolt more than 4 turns.
Torque: Draining screw to fuel filter
2 Nm
Fig. 24: Using Special Tool (9814098)

see 9814098
Torque: Fuel filter

INSTALLATION
NOTE: Some variation may occur. However, the essential information in the graphics is
always correct.
REMOVING
Remove the fuel tank. See FUEL TANK.
Fig. 25: Removing the Threaded Ring With Tool (9997111)

pump.
Remove:
 the large plastic nut, 1 piece. Use see 9997093

 the pump.

INSTALLING

Fig. 27: Aligning the Match Marks

pump.
Install:
 new O-ring
fuel tank.
 the 1 large plastic nut. Use: see 9997093 .
Install the fuel tank. See FUEL TANK.
FUEL TANK
Special tools:
see 9512666
see 9995972
PREPARATORY WORK
DRAINING THE FUEL SYSTEM
Drain the fuel system. See FUEL SYSTEM PRESSURE RELEASE .
Drain the fuel tank. See FUEL TANK DRAINING .
REMOVING DIAGONAL STAYS
Fig. 28: Identifying Screws And Subframe

Remove on both sides:
 the 3x screws
 the diagonal stays under the subframe.
REMOVING THE EXHAUST SYSTEM

Remove:
 2x nuts for the front exhaust pipe
Fig. 30: Identifying Cross Member Screw

 the screw (1) for the cross member

 remove the screws (2) and place the cross member to one side
Fig. 31: Identifying Rubber Mounting For Front Exhaust Pipe

 the rubber mounting for the front exhaust pipe

Fig. 32: Identifying Rubber Mountings For Rear Muffler

 the 2x rubber mountings for the rear muffler
REMOVING THE AIR BAFFLE LEFT-HAND SIDE
Fig. 33: Identifying Air Baffle

Remove:
 the 2 x plastic nuts (1)

 the screw (2)
 the air baffle.

Fig. 34: Identifying Shock Absorber Bolt

HINT: Position a mobile jack under the lateral link and raise slightly.
Remove on both sides:
 the bolt, x1
Fig. 35: Identifying Brake Hose

NOTE: Ensure that no cables/hoses are put under strain or are trapped when lowering
the sub-frame.
Position the mobile jack against the sub-frame.
Pull the brake hose out of its bracket on both sides.

Remove:
 the screws on both sides

 the 2x screws on both sides.
Lower the sub-frame approximately 5 cm. Ensure that no cables/hoses are put under strain or trapped when
lowering the sub-frame.
REMOVING THE REAR HEAT DEFLECTOR PLATE
Fig. 38: Identifying Heat Deflector Plate And Nuts

Remove:
 the 5 plastic nuts.

REMOVAL
REMOVING THE FUEL TANK
Fig. 39: Identifying Fuel Tank

Remove:
 the quick release connector for the fuel line under the tank. Use see 9512666
Fig. 40: Identifying Fuel Filler Pipe

 the fuel filler pipe.
NOTE: Carefully detach the hose from the fuel filler pipe. There may be fuel left in the
tank.
Fig. 41: Identifying Pipes With Quick-Release Connectors

Remove the pipes with quick-release connectors, x2.

Fig. 42: Identifying Mobile Jack With Fixture

Apply a mobile jack with fixture: see 9995972 under the fuel tank.
Remove:
 the 3x screws for the tank strap

 the tank strap. Lower the tank slightly.
Fig. 43: Identifying Quick-Release Connector

 the connector for the level sensor

 the fuel tank
 the quick-release connector for the fuel line.
NOTE: Transfer the fuel pump (FP) to the new fuel tank. See FUEL PUMP AND LEVEL
SENSOR UNIT.
INSTALLATION
INSTALLING THE FUEL TANK
Place the tank on the mobile jack together with fixture: see 9995972 .
Raise the tank so that it is 30 cm from the top.
Fig. 44: Identifying Quick-Release Connector

Install:
 the connector to the level sensor

 the fuel line.
Fig. 45: Identifying Mobile Jack With Fixture

Lift up the fuel tank.
Install:
 the tank retaining straps. Use the 3 x M8 screws
Fig. 46: Identifying Pipes With Quick-Release Connectors

 the pipes and quick-release connectors from the carbon filter container for the tank, x2
Fig. 47: Identifying Fuel Filler Pipe

 the fuel filler pipe

 the fuel line under the tank.
FINISHING
INSTALLING THE REAR HEAT DEFLECTOR PLATE
Fig. 48: Identifying Heat Deflector Plate And Nuts

Install:
 the heat deflector plate

 the 5x plastic nuts.

NOTE: Ensure that no cables/hoses are loaded or trapped when installing the sub-
frame.
Install the 2x screws on both sides. Tighten. See TIGHTENING TORQUE

Install:
 the screw on both sides. Tighten. See TIGHTENING TORQUE .

Fig. 51: Identifying Brake Hose

Fig. 52: Identifying Shock Absorber Bolt

Raise the lateral link slightly.

INSTALLING THE EXHAUST SYSTEM
NOTE: To ensure that there is no exhaust leakage, see FLANGED JOINT,

ASSEMBLING .
Fig. 53: Identifying Front Exhaust Pipe And Nuts

Install:
 the exhaust system using the new flange package

 the 2 x M10 nuts
 the rubber mountings
Fig. 54: Identifying Cross Member Screw

the 2 M8 screws.
INSTALLING THE AIR BAFFLE LEFT-HAND

Install:
 the air baffle

 the 2 x plastic nuts (1)
 the screw (2).
INSTALLING DIAGONAL STAYS


 the diagonal stays

 the M12 screws, 3 pieces. Tighten, see TIGHTENING TORQUE .
TOPPING UP FUEL
Top up the fuel.
Install the fuse for the fuel pump (FP).
LEAK DIAGNOSTIC PUMP
LEAK DIAGNOSTIC PUMP
Special tools:
see 9985972
see 9995972
in the graphics is always correct.
PREPARATORY WORK
REMOVING DIAGONAL STAYS


 the 3 screws
 the diagonal stays under the subframe.

 1 screw


NOTE: Ensure that no cables/hoses are loaded or trapped when lowering the sub-
frame.
Use mobile jack: see 9985972 and see 9995972 . Position the mobile jack against the sub-frame.
Pull the brake hose out of its bracket on both sides
Remove the screw on both sides


Remove the 2 screws on both sides.
Carefully lower the sub-frame. Ensure that no cables/hoses are loaded or trapped when lowering the sub-frame.
REMOVAL
REMOVING THE PUMP FOR LEAK DIAGNOSTICS

Fig. 61: View Of Leak Detection Pump

Remove:
 the M6 screw securing the pump mounting to the sub-frame

 the connector (1) from the pump
 the hose from the carbon filter container
 the pump for leak diagnostics.
TRANSFERRING THE BRACKET

Fig. 62: Transferring Bracket

Remove:
 the hose
 the 3 screws
 the bracket.
INSTALLATION
INSTALLING THE PUMP FOR LEAK DIAGNOSTICS

Fig. 63: View of Leak Detection Pump

Install:
 the hose to the carbon filter container

 the connector (1)
 the M6 screw.
FINISHING


NOTE: Ensure that no cables/hoses are loaded or trapped when installing the sub-
frame.
Install the 2 screws on both sides. Tighten. See TIGHTENING TORQUE .


Install the screw on both sides. Tighten. See TIGHTENING TORQUE .



INSTALLING STAY

 the diagonal stays

 the screws M12, 3 pieces, tighten according to TIGHTENING TORQUE .
LEVEL SENSOR FUEL TANK
Special tools:
see 9997093
PREPARATORY WORK
Remove the fuel tank. See FUEL TANK.
REMOVAL
REMOVING THE LEVEL SENSOR
Fig. 68: Removing Threaded Ring with Tool (9997093)

Remove:
 the large plastic nut. Use tool: see 9997093

 the level sensor.
CAUTION: Ensure that the lever on the level sensor is not damaged when removing
the pump.
TRANSFERRING SUCTION LINE


NOTE: Applies to vehicles equipped with auxiliary heater.
INSTALLATION
INSTALLING THE LEVEL SENSOR

Fig. 70: Lining Up The Match Marks

Install the level sensor.
CAUTION: Ensure that the lever on the level sensor is not damaged when removing
the pump.
Install the large plastic nut. Use tool see 9997093 . Tighten according to TIGHTENING TORQUE .
NOTE: Ensure that the level sensor marking is opposite the marking on the tank.
FINISHING
Install the fuel tank. See FUEL TANK.
MASS AIR FLOW (MAF) SENSOR

MASS AIR FLOW (MAF) SENSOR
REMOVAL
Fig. 71: Identifying Air Intake Hoses And Fasteners

Torque: M6
10 Nm
Fig. 72: Remove/Install Vent Tube

Fig. 73: Viewing Mass Air Flow Sensor

INSTALLATION

TRANSMISSION Transmission - Installation instructions, accessories
TRANSMISSION
Transmission - Installation instructions, accessories
GEAR SELECTOR LEVER BOOT

GEAR SELECTOR LEVER BOOT
Fig. 1: Identifying Gear Selector Lever Knob

 Detach the gear selector lever knob by first pressing it down to the stop, and then turning it counter-
clockwise 90°.
Fig. 2: Identifying Gear Selector Lever Knob With Gaiter

 Remove the gear selector lever knob with gaiter by prizing loose the gaiter from the center console at the
catches where indicated by the arrows, and then pull the whole unit up.
Fig. 3: Identifying Gaiter And Clamp

 Turn the gaiter inside out.

 Detach the clamp.
Fig. 4: Pulling Gear Selector Lever Knob From Gaiter

 Pull the gear selector lever knob away from the gaiter.
Fig. 5: Identifying Gear Selector Lever Gaiter

 Take the gear selector lever gaiter from the kit and turn it inside out.
Fig. 6: Identifying Lower Section Of Knob

 Guide the gear selector lever knob inside the out-turned gear selector lever gaiter. The text on the gear
selector lever knob must point towards the two seams in the lower section of the gaiter.
 Thread the gaiter onto the lower section of the knob maintaining the position of the gaiter and knob.
 The lower section of the knob must be edge to edge with the small opening of the gaiter (see inset
illustration).
Fig. 7: Identifying Cut-Outs And Corresponding Ridges

NOTE: The end of the clamp equipped with cut-outs must be turned towards the lower
edge of the gear selector lever knob. The two vertical cut-outs (1) in the clamp
must fit into the corresponding ridges (2) in the lower section of the knob.
 Take the clamp from the kit and guide it onto the lower section of the gear selector lever knob, press it
against the lower section of the knob and snap it closed. Check that the gaiter is firmly attached and that
the clamp has snapped shut properly.
Fig. 8: Identifying Gear Selector Lever Gaiter And Knob

 Turn the inside of the gear selector lever gaiter back in.
 Press the gear selector lever knob onto the gear selector lever and check that it is firmly attached.
 Fit the gaiter in the center console starting with the rear end.
GEAR SHIFT KNOB, LEATHER

GEAR SELECTOR LEVER KNOB
APPLIES TO MANUAL GEARBOXES
Fig. 9: Identifying Gear Selector Lever Knob

 Detach the gear selector lever knob by first pressing it down to the stop, and then turning it counter-
clockwise 90°.
Fig. 10: Identifying Gear Selector Lever Knob With Gaiter

 Remove the gear selector lever knob with gaiter by prizing loose the gaiter from the center console at the
catches where indicated by the arrows, and then pull the whole unit up.
Fig. 11: Identifying Gaiter And Clamp

 Turn the gear selector lever gaiter inside out.

 Detach the clamp.
Fig. 12: Pulling Gear Selector Lever Knob From Gaiter

 Pull the gear selector lever knob away from the gaiter.
Fig. 13: Identifying Lower Section Of Knob

 Guide the gear selector lever knob inside the out-turned gear selector lever gaiter. The text on the gear
selector lever knob must point from the seam in the gaiter.
 Thread the gaiter onto the lower section of the knob maintaining the position of the gaiter and knob.
 The lower section of the knob must be edge to edge with the small opening of the gaiter (see inset
illustration).
Fig. 14: Identifying Cut-Outs And Corresponding Ridges

NOTE: The end of the clamp equipped with cut-outs must be turned towards the lower
edge of the gear selector lever knob. The two vertical cut-outs (1) in the clamp
must fit into the corresponding ridges (2) in the lower section of the knob.
 Take the clamp and guide it onto the lower section of the gear selector lever knob, press it against the
 Check that the gaiter is firmly attached and that the clamp has snapped shut properly.
Fig. 15: Identifying Gear Selector Lever Gaiter And Knob

 Turn the inside of the gear selector lever gaiter back in.
 Press the gear selector lever knob onto the gear selector lever and check that it is firmly attached.
 Fit the gaiter in the center console starting with the rear end.
APPLIES TO AUTOMATIC GEARBOXES
Fig. 16: Pressing Gear Selector Lever Knob Down And Turning Circlip Clockwise
 Turn the circlip on the underside of the gear selector lever knob. Turn the circlip a quarter turn counter-
clockwise to stop.
 Pull the gear selector lever knob straight up.
 Position the new gear selector lever knob in the same position as the old one was removed from.
 Press the gear selector lever knob down. Turn the circlip a 1/4 of a turn clockwise to stop.
 Check that the gear selector lever knob is secured correctly.
ELECTRICAL Power transmission
ELECTRICAL
Power transmission
ELECTRICAL
GENERATOR
REMOVAL
Battery, disconnection, see BATTERY DISCONNECTING AND CONNECTING
Fig. 1: Ignition Off And Disconnecting Battery

Remove the auxiliaries belt, see ACCESSORY DRIVE BELT AND TENSIONER (B5254T3 AND
B5254T7)
Fig. 2: Removing Generator (1 Of 4)


Torque: M8
24 Nm

15 Nm
2. Torque: M8
24 Nm

INSTALLATION

EXTERIOR LIGHTS Electrical system
EXTERIOR LIGHTS
Electrical system
EXTERIOR LIGHTS
HEADLAMP BALLAST (XENON)
REMOVAL
Remove the headlamp, see HEADLAMPS (2006-2009), HEADLAMPS (2010-2011 early), or

HEADLAMPS (2011 late-2012)
Fig. 1: Removing Ballast

INSTALLATION

ACCESSORIES AND BODY, CAB Lighting - Specifications, Mechanical
Lighting - Specifications, Mechanical
HEADLAMP, LIGHT PATTERN

HEADLAMP BEAM
Fig. 1: Beam, USA

USA
ACCESSORIES AND BODY, CAB Exterior Trim, Glass, Weatherstrips - Overhaul Instructions
Exterior Trim, Glass, Weatherstrips - Overhaul Instructions
HEATED WINDOW GRID WIRE
Materials
Window cleaner none
Conductive paint 1161441
RECONDITIONING
Fig. 1: Identifying Heated Window Grid Wire Measurements

NOTE: If the specified value is exceeded, a new component must be installed.

Fig. 2: Cleaning Heated Window Grid Wire

Use: Window cleaner,
Fig. 3: Identifying Repair Tape

Use: Conductive paint, 1161441

Fig. 4: Identifying Reconditioning Of Heated Window Grid Wire

Use: Conductive paint, 1161441
Fig. 5: Identifying Repair Tape Removal

Fig. 6: Identifying Wire Repair Precaution

EXTERIOR BODY PANELS Body and interior
EXTERIOR BODY PANELS
Body and interior
EXTERIOR BODY PANELS

LATCH, HOOD
REMOVAL
Remove casing bumper front. See COVER BUMPER FRONT (2006-2009) or COVER BUMPER FRONT
(2010-2012) .
Fig. 1: Removing Hood Latch (1 Of 6)


Torque: M6
10 Nm

NOTE: Make sure that the bolts are not tightened until the hood is closed.
Torque: M6
10 Nm
On both sides.



INSTALLATION

BRAKES Hydraulic-Vacuum-Hydraulic Brakes - Removal, Replacement And Installation
BRAKES
Hydraulic-Vacuum-Hydraulic Brakes - Removal, Replacement And Installation
BRAKE PIPES AND CONNECTIONS (2006-09)

BRAKE LINES ABS UNIT/PIPE COUPLING REAR, REPLACING
PREPARATORY WORK
Fig. 1: Bleeding Brakes

Remove the wheel.
Secure the pedal in the depressed position. Use a pedal jack.
Remove the protective cap from the bleed nipple at the left front wheel.
Install a plastic hose on the nipple. Open the bleed nipple.
Collect the brake fluid in a container.
Shut the bleed nipple.
REMOVAL
REMOVING THE BATTERY BOX
Fig. 2: Identifying Battery Box And Screws

Ignition off.
Remove:
 the battery. See BATTERY

 the battery box (2).
REMOVING SPLASH GUARDS

Fig. 3: Identifying Cowl Fasteners

Remove the 3 clips holding the cowl.


Carefully lift up the cowl. Remove the 2 clips for the protective cover.
Remove the protective cover over the brake fluid reservoir.

Fig. 5: Identifying Firewall Upper Protective Cover Nut

Remove:

 the protective cover for the firewall.
REMOVING THE BRAKE PIPE

Fig. 6: Identifying Protective Cover

NOTE: Clean the brake pipe terminals. Place paper under the hydraulic modulator to
avoid brake fluid spillage.
Remove:
 the two brake pipes from the ABS unit (1)

 the two brake pipes from the front-rear brake pipe (2)
 the brake pipe from the clips.
INSTALLATION
INSTALLING THE BRAKE PIPES


Install:
 the brake pipe (1). Tighten. See TIGHTENING TORQUE

 the brake pipe in the clips.
Remove the pedal jack.
Bleed the brake system. See BRAKE SYSTEM BLEEDING .
INSTALLING THE PROTECTIVE COVERS


Install:
 the upper protective cover for the firewall


Install the protective cover over the brake fluid reservoir. Carefully lift up the cowl. Install the 2 clips for the
protective cover.

Install the 3 clips holding the cowl.
FINISHING
INSTALLING THE BATTERY BOX


Install:
 the battery box (2)

 the 1 M6 screws (3)
 the battery. See BATTERY .
BRAKE LINES ABS UNIT/PIPE COUPLING RIGHT FRONT WHEEL, REPLACING
PREPARATORY WORK

Remove the wheel.
REMOVAL


Ignition off.
Remove:







Remove:


Fig. 17: Identifying Heat Deflector Plate

Remove:
 the heat deflector plate. Pull straight out

 the hoses from the clip.

Fig. 18: Brake Lines ABS Unit/Pipe Coupling Rear

Remove:
 the two brake pipes (1). See BRAKE LINES ABS UNIT/PIPE COUPLING REAR, REPLACING
 the 3 nuts (2)
 the lower protective cover for the firewall.
Fig. 19: Brake Pipe

Remove:
 the brake pipe (3) from the ABS unit. Install the plug
 the brake pipe (4)
INSTALLATION

Fig. 20: Brake Pipe

Install:


Install:
 the lower protective cover for the firewall

 the 3 nuts (2)
 the two brake pipes (1): BRAKE LINES ABS UNIT/PIPE COUPLING REAR, REPLACING.


Install:

 the hoses
 the 1 clip.


Install:

 the plastic nut, x 1.

protective cover.

FINISHING


Install:

BRAKE PIPE LEFT-HAND FRONT WHEEL, REPLACING
PREPARATORY WORK

Remove the wheel.
REMOVAL


Ignition off.
Remove:







Remove:
 the plastic nut



Remove the nut for the lower protective cover for the firewall.
Remove the brake pipe from the ABS unit. Install the plug.
Fig. 33: Identifying Brake Hose/Pipe And Clip

Remove:
 the brake pipe from the brake hose

INSTALLATION
Install:
 the brake pipe on the ABS unit. Tighten. See TIGHTENING TORQUE
 the brake pipe on the brake hose. Tighten. See TIGHTENING TORQUE


Install:
 the nut for the lower protective cover for the firewall. Tighten. See TIGHTENING TORQUE

protective cover.



Install:

FINISHING
Install the wheel. See WHEELS .
BRAKE PIPE MASTER CYLINDER/ABS UNIT, REPLACING
PREPARATORY WORK

Remove:

REMOVAL




Carefully lift up the cowl. Remove the 2 clips for the protective cover. Remove the protective cover over the
brake fluid reservoir.

Remove:

 the upper protective cover for the firewall.
REMOVING THE BRAKE PIPES BETWEEN THE MASTER CYLINDER AND ABS UNIT
Fig. 42: Brake Piping/ABS Unit

Clean the brake pipes terminals at the master cylinder and ABS unit.
Place paper under the master cylinder to avoid brake fluid spillage.
Remove the brake pipes between the master cylinder and the ABS unit.
INSTALLATION
Install the brake pipes between the master cylinder and the ABS unit. Tighten. See TIGHTENING TORQUE .


Install:
 the protective cover for the firewall

 the plastic nut.

Install the protective cover over the brake fluid reservoir.
Carefully lift up the cowl. Install the 2 clips for the protective cover.

Install the 3 x clips holding the cowl.
FINISHING

Install:

BRAKE PIPE RIGHT FRONT WHEEL, REPLACING
PREPARATORY WORK

Remove the wheel.
REMOVAL


Ignition off.
Remove:







Remove:



Remove:



Remove:
 the two brake pipes (1). See BRAKE LINES ABS UNIT/PIPE COUPLING REAR, REPLACING
 the 3 nuts (2)
Fig. 54: Identifying Brake Pipe

Remove:
 the brake pipe (3) and install the plug

 the brake pipe (4) from the brake hose
INSTALLATION

Fig. 55: Identifying Brake Pipe

Install:


Install:

 the 3 nuts (2)
 the two brake pipes (1): BRAKE LINES ABS UNIT/PIPE COUPLING REAR, REPLACING.


Install:

 the hoses
 the 1 clip.


Install:


protective cover.



Install:

FINISHING
BRAKE PIPES LONGITUDINAL, REPLACING
PREPARATORY WORK

Remove the protective cap from the bleed nipple.
Install a plastic hose on the nipple.
Open the bleed nipple. Collect the brake fluid in a container (bottle). Shut the bleed nipple
REMOVAL
REMOVING THE SIPS MEMBER

Fig. 63: Identifying SIPS Member

Remove:
 the clips for the heated oxygen sensor (HO2S) wiring (1)
 the plastic nut (2)
 the two screws (3)
 the SIPS member.
REMOVING THE HEAT DEFLECTOR PLATE FOR THE COWL PANEL


Remove the heat deflector plate by pulling it out.
REMOVING THE FRONT-REAR BRAKE PIPE


Detach the two brake pipes (4).

Fig. 66: Identifying Brake Pipes And Clips

Detach the two brake pipes (5).
Remove all six clips (6).
INSTALLATION
INSTALLING THE FRONT-REAR BRAKE PIPE


Install the two brake pipes (4).

Fig. 68: Identifying Brake Pipes And Clips

Install:
 the two brake pipes (5)

 the six clips.
Bleed the brake system. See BRAKE SYSTEM BLEEDING
Check the brake fluid level
INSTALLING THE SIPS MEMBER

Fig. 69: Identifying SIPS Member

Install:
 the SIPS member

 the two M10 screws (3)
 the plastic nut (2)
 the clips for the heated oxygen sensor (HO2S) wiring (1).
INSTALLING THE HEAT DEFLECTOR PLATE FOR THE COWL PANEL
Install the heat deflector plate
BRAKE PIPES REAR WHEEL, REPLACING
PREPARATORY WORK

Remove the wheel.
REMOVAL
REMOVING THE AIR BAFFLE


Applies to the left-hand side.
Remove:
 the 2 plastic nuts (1)

 the 1 screw (2)
 the air baffle.


Remove:

 the heat deflector plate. Hang the heat deflector plate on the exhaust system.
REMOVING THE LEFT REAR BRAKE PIPE


Remove the brake pipe from the brake hose.

Fig. 74: Identifying Brake Pipe Coupling

Remove:
 the brake pipe from the front-rear pipe

REMOVING THE RIGHT REAR BRAKE PIPE

Fig. 75: Identifying Brake Pipe And Connector

Remove:

 the brake pipe from the brake hose (2).
Fig. 76: Identifying Brake Pipe And Clips

Remove:
 the brake pipe from the front-rear pipe

INSTALLATION
INSTALLING THE LEFT REAR BRAKE PIPE

Fig. 77: Identifying Brake Pipe Coupling

Install the brake pipe in the front-rear pipe. Tighten. See TIGHTENING TORQUE .

Install:
 the brake pipe in the brake hose. Tighten. See TIGHTENING TORQUE
INSTALLING THE RIGHT REAR BRAKE PIPE

Fig. 79: Identifying Brake Pipe And Clips

Install the brake pipe in the front-rear brake pipe. Tighten. See TIGHTENING TORQUE .
Fig. 80: Identifying Brake Pipe And Connector

Install:
 the brake pipe in the brake hose (2). Tighten. See TIGHTENING TORQUE


Install:

 the 5 plastic nuts.
INSTALLING THE AIR BAFFLE


Install:
 the air baffle

 the 2 plastic nuts (1)
 1 screw (2).
FINISHING
MASTER CYLINDER, BRAKE SERVO

BRAKE FLUID
GUIDELINES AND BACKGROUND
GUIDELINES FOR BRAKE FLUID REPLACEMENT
It is recommended that brake fluid is changed every other year. On cars that are exposed to heavy and frequent
braking, for example, mountain driving or driving in tropical climates with high humidity, the brake fluid must
be changed every year.
BACKGROUND
Fig. 83: Brake Fluid And Reservoir

The oil must be replaced because it is hygroscopic (the fluid absorbs water molecules from the air). This
absorption of water occurs through the brake hoses and brake fluid reservoir. These components are rubber and
plastic respectively and are not completely sealed against water molecules. An increased water content in the
brake fluid dramatically reduces its boiling point and causes corrosion in the brake system components. This
results in damage to the brake system. Braking performance deteriorates markedly.
NOTE: Use only Volvo Genuine Parts brake fluid designated DOT 4+. Never reuse
brake fluid. Always keep the brake fluid sealed in the original packaging.
NOTE: Continually check that there is sufficient brake fluid in the brake fluid reservoir
when changing brake fluid.
PREPARATORY WORK
Remove all four wheels.
REPLACEMENT
CHANGING THE BRAKE FLUID, FRONT
Fig. 84: Collecting Bottle, Hose And G-Clamp

Open the bleed nipple.

Press the brake caliper piston to the bottom of the caliper.
Use G-clamp as shown.
Leave the G-clamp in pushed in position.
Fig. 85: Bleeding Brake System

Alternative 1:
Connect the bleeding unit. See BRAKE SYSTEM BLEEDING .
Open the bleed nipple on the caliper. Wait until there is new oil in the plastic hose.
Close the bleed nipple
Alternative 2:
Press down the brake pedal to the limit position.
Keep it pressed down for approximately 2 seconds before releasing it.

Repeat until there is new brake fluid in the plastic hose.
Close the bleed nipple when the brake pedal is fully depressed.
Remove the hose. Install the protective cap.
Remove the G-clamp from the brake caliper.
Repeat the process on the other front wheel. Install the wheel. See WHEELS .
REPLACING BRAKE FLUID, REAR
Fig. 86: Using Special Tool 9995782

Remove the brake caliper. See BRAKE PADS REAR .
Press the piston into the brake caliper. Use see 9995782 replace 5782-1 with see 9997091 .
Install the plastic hose on the nipple. Open the bleed nipple.
Alternative 1:
Connect the bleeding unit. See BRAKE SYSTEM BLEEDING .
Open the bleed nipple on the caliper. Wait until there is new oil in the plastic hose.
Close the bleed nipple.
Alternative 2:
Press down the brake pedal to the limit position. Keep it pressed down for approximately 2 seconds before
releasing it.
Repeat until there is new brake fluid in the plastic hose.
Close the bleed nipple when the brake pedal is fully depressed.
Remove the hose and install the protective cap.
Remove the tool.
Install the brake caliper. See BRAKE PADS REAR . Repeat the process on the other rear wheel.
BRAKE BOOSTER
PREPARATORY WORK

Ignition off.
Remove:

 the 3 screws
Remove the windshield wiper motor. See WIPER MECHANISM, WINDSHIELD
REMOVAL


Remove:
 the 2 clips
 the protective cover over the brake fluid reservoir.

Remove:
 the plastic nut

REMOVING THE PEDAL SENSOR

Fig. 90: Identifying Pedal Sensor Connector

Remove:
 the pressure sensor (1)

 the connector (2).
Fig. 91: Identifying Pedal Sensor

Remove the pedal sensor. Widen the snap ring and pull out the pedal sensor.
HINT: The opening on the snap ring points straight down. The snap ring does not need to be completely
removed, just opened.
NOTE: Ensure that the O-ring is also removed.


Remove:



Remove:
 the two brake tubes (3) between the master cylinder and the control module.
 the two brake tubes (4)
 the 3 nuts (5)
Remove the master cylinder. See MASTER CYLINDER, BRAKE.
REMOVING SOUNDPROOFING PANELS
Remove the soundproofing panel. See INSTRUMENT PANEL LOWER .
REMOVING THE POWER BRAKE BOOSTER

Fig. 94: Identifying Brake Booster Push Rod

Remove the pin for the power brake booster.
NOTE: The pin cannot be entirely removed. It must be replaced with a new pin on
installation.
Fig. 95: 4 Nuts Holding Power Brake Booster

Remove:
 the 4 nuts
 the power brake booster.
INSTALLATION
INSTALLING THE POWER BRAKE BOOSTER
Install:
 the new power brake booster

 the 4 M8 nuts
 the new pin for the push rod.
INSTALLING THE PEDAL SENSOR

Fig. 96: Identifying Pedal Sensor Connector

Press in the new pedal sensor.
NOTE: Use a new O-ring. The pedal sensor can only be installed in one position, i. e.
with the locating pin pointing straight up.
Lubricate with soap solution and install the pressure sensor (1).
Connect the electrical connector (2).
Install the master cylinder. See MASTER CYLINDER, BRAKE


Install:
 the two brake tubes (3)

 the 3 nuts (5)
 the two brake tubes (4).


Install:

 the hoses
 the clip.
INSTALLING THE SOUNDPROOFING PANEL
Install the soundproofing panel. See INSTRUMENT PANEL LOWER .


install:


Install:
 the protective cover over the brake fluid reservoir

 the 2 clips.
FINISHING
Install:
 the windshield wiper motor. See WIPER MECHANISM, WINDSHIELD .

 the battery box
 the 3 M6 screws
MASTER CYLINDER, BRAKE
PREPARATORY WORK

Ignition off.
Remove:

REMOVAL





Remove:


Fig. 105: Identifying Brake Master Cylinder Connections

NOTE: Clean the brake tube terminals at the master cylinder and anti-lock brake
system unit. Place paper under the master cylinder. This is to protect the
paintwork from damage if brake fluid is spilled.
Remove:

 the 2 nuts
 the 2 brake pipes from the master cylinder. Install the sealing plugs
 the feeder hose for the clutch cylinder. Install the sealing plugs
 the master cylinder.
Transfer the brake fluid reservoir to the new master cylinder. See RESERVOIR, BRAKE FLUID.
NOTE: Only use brake fluid to lubricate the O-rings in the brake system.
INSTALLATION
Install:
 the 2 brake pipes. Tighten. See TIGHTENING TORQUE

 the 2 M8 nuts
 the feeder hose for the clutch cylinder.

Install:


protective cover.

FINISHING

Install:

RESERVOIR, BRAKE FLUID
REMOVAL

Fig. 110: Locating Brake Master Cylinder Reservoir

Remove master cylinder brake. See MASTER CYLINDER, BRAKE
Fig. 111: Identifying Brake Master Cylinder Reservoir Retaining Bolt

Torque: Brake fluid reservoir in master cylinder
3.5 Nm
Fig. 112: Identifying Mating Surfaces

INSTALLATION
BRAKE LINE WITH CONNECTIONS

FRONT BRAKE FLEXIBLE HOSE
PREPARATORY WORK

Remove the wheel.
Open the bleed nipple. Collect the brake fluid in a container.
REMOVAL
REMOVING THE BRAKE HOSE


Remove:
 the brake pipe from the brake hose (1)

 the retaining clip (2).
Pull the brake hose out of the mounting (3).
Remove the brake hose from the brake caliper (4).
INSTALLATION
INSTALLING THE BRAKE HOSE


Install:
 the brake hose (4) to the caliper. Tighten. See TIGHTENING TORQUE
 the brake hose (3) in the mounting
 the retaining clip (2).
 brake pipe in the hose (1). Tighten. See TIGHTENING TORQUE .
NOTE: Ensure that the brake hose is not twisted. If the brake hose is twisted, there is a
risk of circuit failure.
FINISHING
Fill and bleed the brake system. To bleed the brake system, see BRAKE SYSTEM BLEEDING .
NOTE: Use only Volvo Genuine parts brake fluid (Volvo DOT 4+).
Check:
 the function of the brakes after bleeding

 that there is no leakage
 brake fluid level.
Depress the brake pedal a few times. Check the level of the brake fluid reservoir. Top up if necessary.
REAR BRAKE FLEXIBLE HOSE
REMOVAL
Remove the wheel, see WHEELS
Fig. 116: Bleeding Brake Fluid

Fig. 117: Removing/Installing Clip

Fig. 118: Removing/Installing Pipe to Hose with Clip

Torque: Ø6 mm diameter brake line
14 Nm
Fig. 119: Removing/Installing Rear Brake Flexible Hose

Torque: Rear Brake Flexible Hose
23 Nm
INSTALLATION
Perform bleeding air brake system. See BRAKE SYSTEM BLEEDING
BRAKE CONTROL
BUSHING PUSH ROD
PREPARATORY WORK
Remove the soundproofing panel. See INSTRUMENT PANEL LOWER .
REMOVAL
REMOVING THE BUSHING

Fig. 120: Identifying Brake Booster Push Rod

Break off the bushing together with the pin from the push rod.
NOTE: The pin cannot be separated entirely. It must be replaced with a new pin on
installation.
INSTALLATION
INSTALLING THE BUSHING
Press in the bushing together with the pin into the push rod.
NOTE: The pin cannot be separated entirely. It must be replaced with a new pin on
installation.
PEDAL BOX, BRAKE
REMOVAL

 See STEERING COLUMN

 See ACCELERATOR PEDAL
Fig. 121: Removal/Installation Brake Pedal Pin

Fig. 122: Removal/Installation Brake Pedal Switch Connector

Fig. 123: Removal/Installation Brake Pedal Switch

Fig. 124: Removal/Installation Brake Pedal Assembly

INSTALLATION
VACUUM PUMP, TANK, LINE AND VALVE

BRAKE BOOSTER VACUUM HOSE
PREPARATORY WORK

Ignition off.
Remove:
 See BATTERY
 the 3 screws
REMOVAL





Remove:
 the plastic nut


Fig. 129: Identifying Brake Master Cylinder Fasteners

Remove the 2 nuts. Pull the master cylinder out from the studs. Allow the master cylinder to hang from the
brake pipes.
NOTE: Do not damage the brake pipes when removing the master cylinder.
REMOVING THE VACUUM HOSE

Fig. 130: Identifying Brake Booster Vacuum Valve and Connector

Remove:

 the control valve (2).
Fig. 131: Identifying Brake Booster Vacuum Hose

Remove:
 the clamp (1)

 the vacuum hose from the hose for the intake manifold
 the vacuum hose from the pump (2)
 the vacuum hose.
INSTALLATION
INSTALLING THE VACUUM HOSE

Fig. 132: Identifying Brake Booster Vacuum Hose

Install:
 the vacuum hose

 the vacuum hose on the pump (2)
 the vacuum hose on the hose for the intake manifold
 the clamp (1).
Fig. 133: Identifying Brake Booster Vacuum Valve and Connector

Install:

 the control valve (2).
HINT: Lubricate the control valve using soap solution for easier installation.


Install:


protective cover.

FINISHING

Install:
 the battery box

 the 3 M6 screws
 See BATTERY .
VACUUM PUMP, BRAKE BOOSTER
REMOVAL

Fig. 138: Locating Brake Booster Vacuum Pump (Inset Removing Vacuum Lines)
Torque: M6
10 Nm
INSTALLATION

ENGINE PERFORMANCE Ignition And Control Systems - Symptom Related Diagnostic Procedures
ENGINE PERFORMANCE
Ignition And Control Systems - Symptom Related Diagnostic Procedures
CHECKING PERMANENT DIAGNOSTIC TROUBLE CODES (2010-2012)

READING OUT PERMANENT DIAGNOSTIC TROUBLE CODES (USA/CDN)
VISUAL CHECK OF MIL-LIGHT
NOTE: This service only applies to vehicles the USA and Canada, for model year 2010
and later, and only in certain versions.
Before read-out of permanent diagnostic trouble codes is started, Engine control module (ECM) and
Transmission control module (TCM) shall be free from diagnostic trouble codes that activate the MIL-light.
Therefore, check if the MIL-light is on.
HINT: The MIL-light is always on at ignition on. Therefore, check with the engine idling.
NOTE: If the MIL-light is on, diagnostic trouble codes are stored. Remedy these
diagnostic trouble codes (DTCs) first.
Select action depending on the MIL-light's status:
1. MIL-light on.
2. MIL-light not on.
Refer to READING OUT PERMANENT DIAGNOSTIC TROUBLE CODES (USA/CDN)
3. Information about permanent diagnostic trouble codes.
Refer to INFORMATION ABOUT PERMANENT DIAGNOSTIC TROUBLE CODES
READING OUT PERMANENT DIAGNOSTIC TROUBLE CODES (USA/CDN)
 Ignition switch position II.
Press on the symbol for the communication tool to start read-out of permanent diagnostic trouble codes.
NOTE: If any of the control modules have the status "Communication failure" it
may be due to the control module not answering. Try to restart the read-
out. If this does not help, then normal trouble code read-out should be
performed on all systems as well as troubleshooting acc. to standard

procedures.
HINT: When reading out vehicles with engine profile B5244S4/-S7 the status is always
"Communication failure" for Engine control module (ECM) since the support for permanent
diagnostic trouble codes has been excluded for this engine version.
Select one of the following options:
1. Exit.
2. Information about permanent diagnostic trouble codes.
Refer to INFORMATION ABOUT PERMANENT DIAGNOSTIC TROUBLE CODES

INFORMATION ABOUT PERMANENT DIAGNOSTIC TROUBLE CODES

INFORMATION ABOUT PERMANENT DIAGNOSTIC TROUBLE CODES
NOTE: This service only applies to vehicles the USA and Canada, for model year 2010
and later, and only in certain versions.
Problems that impact emissions, and that are found by the control module's diagnostic system, from model year
2010, generate extra diagnostic trouble codes in parallel with the traditional diagnostic trouble codes. The
diagnostic trouble codes are called permanent diagnostic trouble codes, stored in a separate diagnostic trouble
code memory and have the same designation as the traditional diagnostic trouble codes.
The difference between the permanent and the traditional diagnostic trouble codes is that the permanent cannot
be erased with an external diagnostics tool, e. g., VIDA (Volvo scan tool). The permanent diagnostic trouble
codes in the control module are erased automatically when the diagnostic system has performed relevant
diagnoses, and ensured that there no longer are any emission-related malfunctions in the system.
The purpose of introducing permanent diagnostic trouble codes is to meet a government regulation. By this
requirement you prevent that emission-related problems with their diagnostic trouble codes can be hidden
temporarily, e. g., at an inspection, by only erasing diagnostic trouble codes and this also turning off the MIL-
light.
Emission-related diagnoses are available in Engine control module (ECM) and in Transmission control module
(TCM), and thus you can only find permanent diagnostic trouble codes in these two control modules.
Perform the following procedure in this order to ensure that emission-related problems have been solved
correctly and that the diagnostics system is free from diagnostic trouble codes.
 Troubleshoot and solve and problems acc. to traditional procedure.

 Erase diagnostic trouble codes (DTCs).
NOTE: This erases the traditional trouble code memory and turns off the MIL-
light. However, the permanent diagnostic trouble code remains.
 Make sure that the control module's diagnostic system can run the diagnosis/diagnoses again for relevant
diagnostic trouble code.
HINT: The requirements for running a diagnosis may vary between different diagnoses. Certain
diagnoses only require ignition position II, while others require that the vehicle is driven on road
acc. to a specific driving procedure. For detailed information on what is required for a certain
diagnosis, see Diagnostic trouble code information for each trouble code.
Before the permanent diagnostic trouble code disappears from the diagnostic trouble code memory, the vehicle
must have undergone a so-called simplified general drive cycle. This means the following:
 Engine idling for at least 2 minutes.

 Vehicle speed over 40 km/h (25 mph) for at least 5 minutes.
 Total time with engine on for at least 10 minutes.
NOTE: The above conditions also apply to diagnoses with simpler running conditions.
When the diagnosis has been run, the diagnostic system has either assessed the system as:
1. Trouble-free.
The permanent diagnostic trouble code is now erased. The vehicle is ready for delivery to customer.
2. Incorrect.
The permanent diagnostic trouble code remains. The traditional diagnostic trouble code is stored again.
After another diagnosis has been run with problems, the MIL-light will turn on, however, first in the next
driving cycle.
 Continue
Refer to READING OUT PERMANENT DIAGNOSTIC TROUBLE CODES (USA/CDN)
CHECKING THE CRUISE CONTROL PARAMETERS (B5244S4; 2006-2007)

CHECKING THE CRUISE CONTROL PARAMETERS
CHECKING THE PARAMETERS
HINT: A number conditions must be met for cruise control to be allowed by the engine control module
(ECM). Some of these conditions are speed related (at least 30 km/h), the clutch and the brake pedal must
not be depressed and certain diagnostic trouble codes (DTCs) must not be stored etc.
HINT: If the diagnostic trouble code (DTC) for CAN communication in the high speed network is stored
in the central electronic module (CEM), these diagnostic trouble codes (DTCs) must be fault traced
before carrying out the following fault-tracing.
 Ignition on
 Cruise control switch on.
NOTE: If the cruise control is switched off, incorrect values for the switch will be
displayed.
 Read off parameters.
Check that:
 The clutch pedal sensor is "Active". The engine control module (ECM) calculates the status from
the central electronic module (CEM) via CAN communication.
HINT: Check that the clutch pedal sensor is correctly installed/adjusted if the status is
incorrect.
NOTE: On cars with automatic transmissions, the parameter for the clutch
pedal position sensor displays "Active" (the clutch pedal position
sensor allows the cruise control to function).
 The stop lamp switch is "ON". The engine control module (ECM) calculates the status from the
directly connected signal from the stop lamp switch.
HINT: Check that the stop lamp switch is correctly installed/adjusted if the status is
incorrect.
 Cruise control SET+ is "ON" when the switch is pressed in. The engine control module (ECM)
calculates the status from the steering wheel module (SWM) via CAN communication
 Cruise control SET- is "ON" when the switch is pressed in. The engine control module (ECM)
 Cruise control RESUME is "ON" when the switch is pressed in. The engine control module (ECM)
calculates the status from the steering wheel module (SWM) via CAN communication.
If the status (via CAN) from other control modules is incorrect, these control modules must be fault
traced first. Read off the diagnostic trouble codes (DTCs) in the relevant control modules.
If the status from directly connected cables to the engine control module (ECM) is incorrect, these cables
must be fault traced.
If VIDA is not communicating with the engine control module (ECM), fault-trace the CAN network and
check the power and ground terminals for the engine control module (ECM).
Other information

 see CHECKING THE SUPPLY VOLTAGE/GROUND TERMINAL

CHECKING THE CRUISE CONTROL PARAMETERS (B5254T3/T7; 2006-

2012)
CHECKING THE CRUISE CONTROL PARAMETERS
HINT: A number conditions must be met for cruise control to be allowed by the engine control module
(ECM). Some of these conditions are speed related (at least 30 km/h), the clutch and the brake pedal must
not be depressed and certain diagnostic trouble codes (DTCs) must not be stored etc.
 Ignition on
NOTE: If the cruise control is switched off, incorrect values for the switch will be
displayed.
Check that:
 The clutch pedal sensor is "Active". The engine control module (ECM) calculates the status from
the central electronic module (CEM) via CAN communication.
incorrect.
pedal position sensor displays "Active" (the clutch pedal position
sensor allows the cruise control to function).
 The stop lamp switch is "ON". The engine control module (ECM) calculates the status from the
directly connected signal from the stop lamp switch.
HINT: Check that the stop lamp switch is correctly installed/adjusted if the status is
incorrect.
 Cruise control SET+ is "ON" when the switch is pressed in. The engine control module (ECM)
 Cruise control SET- is "ON" when the switch is pressed in. The engine control module (ECM)
 Cruise control RESUME is "ON" when the switch is pressed in. The engine control module (ECM)
calculates the status from the steering wheel module (SWM) via CAN communication.
traced first. Read off the diagnostic trouble codes (DTCs) in the relevant control modules.
Other information:

 see CHECKING THE VOLTAGE / GROUND TERMINAL

 see CONTENTS

CHECKING THE PARAMETERS, START

CHECKING THE PARAMETERS, START
 Ignition on
Check that:
 The battery voltage is between 11-14 V. The signal is measured from a directly connected cable
from the system relay
 The immobilizer allows start up. The status indicates whether the immobilizer has approved the
keys
 The clutch pedal position is "Active". The signal from the central electronic module (CEM) is
measured via the controller area network (CAN). The parameter conditions apply only to certain
markets.
incorrect.
pedal position sensor will display "Active" (the clutch pedal position
sensor allows start up).
 The status for "Ignition switch (via CAN)" is correct in position 2 (ignition on) and position 3
(start). The signal from the central electronic module (CEM) is measured via CAN communication
 The status for "Ignition switch" is correct in position 2 (ignition on) and position 3 (start). The
signal is measured from a directly connected cable from the central electronic module (CEM).
When the ignition switch is in position 3 (start) and the status read off is "position 3", the starter
motor relay is activated. When the starter motor relay is activated, the starter motor is powered by
the relay
 The status for "Position gear selector (via CAN)" is "P/N connected" when the gear selector is in
this position. The signal from the transmission control module (TCM) is measured via CAN
communication
 The status for "Position gear selector" is "P/N connected" when the gear selector is in this position.
The signal is measured from a directly connected cable from the transmission control module
(TCM).
traced first. Read off the diagnostic trouble codes (DTCs) in the affected control module.
Other information

 see CONTENTS

READINESS CODE
READINESS CODE
READ THE READINESS CODE
Read off diagnostic trouble codes (DTCs) and the readiness status.
If readiness is "OK" and no diagnostic trouble codes are stored, two cycles have run, i. e. the diagnostic
functions of the engine control module (ECM) have run two times without detecting a fault.
HINT: Readiness is reset (to "NOT OK") when the diagnostic trouble codes are cleared or if power is cut
off to the engine control module (ECM).
US government information (US only)

The United States Environmental Protection Agency (EPA) has issued a guidance letter, "Performing Onboard
Diagnostic System checks as Part of a Vehicle Inspection and Maintenance Program" (EPA420-R-01-015 June
2001), that incorporates various implementation issues associated with OBD-I/M testing. One being that the
EPA has revised the readiness criteria to allow states to not reject MY 1996-2000 vehicles with two or fewer
unset readiness codes, or MY 2001 and newer vehicles with no more than one unset readiness code. As
mentioned herein this is suggested practice. Each individual state may abide by this guidance or enforce state
regulations suited to their individual environmental needs. Please consult your State Department of Motor
Vehicle for your current I/M testing regulations and procedures.
Select the appropriate remedy depending on this status
1. If diagnostic trouble codes (DTCs) are stored
Refer to DIAGNOSTIC TROUBLE CODE STORED
2. If readiness is "NOT OK".
Refer to READ THE DIAGNOSTIC STATUS FOR READINESS
3. If readiness is "OK" and no diagnostic trouble codes (DTCs) are stored.


READ THE DIAGNOSTIC STATUS FOR READINESS
Read off the status of the diagnostic functions.
Select the appropriate remedy depending on this status
1. Readiness for probe diagnostics, diagnostics for heated oxygen sensor (HO2S) preheating three-way
catalytic converter (TWC) diagnostics "NOT READY".
Refer to CARRY OUT TRIP
2. Readiness for leak diagnostics "NOT READY".
Refer to QUICK TEST OF THE FUEL TANK SYSTEM
HINT: The diagnostic for evaporative emission control is included in readiness for leak diagnostics.

CARRY OUT TRIP
Perform a TRIP so that the engine control module (ECM) executes a diagnosis for diagnostic functions.
see VERIFYING REPAIRS
 Continue
Refer to READ THE READINESS CODE
QUICK TEST OF THE FUEL TANK SYSTEM
Run a quick test of the fuel tank system via the vehicle communication socket.
The engine must be run to operating temperature and then left idling for a few minutes before the diagnostic
function for EVAP control can be run.
DIAGNOSTIC TROUBLE CODE STORED

Fault-trace and remedy stored diagnostic trouble codes (DTCs).
VERIFYING REPAIRS
GENERAL
After carrying out repairs it may be necessary to check that the fault really has been remedied. One method is to
check that the engine control module (ECM) has carried out a self diagnostic for the function / component that
has been repaired, and that the diagnostic trouble code (DTC) has not been stored. Verifying repairs is only
intended as an aid if uncertain whether the fault persists or not. If an obvious fault is detected during fault-
tracing it is not necessary to verify the repair.
CONDITIONS
 If the engine control module (ECM) has been without power the engine must be started a few times
before the test is carried out
 If the vehicle has been without power and misfire-related diagnostic trouble codes (DTCs) are being
verified, a flywheel adaptation must be carried out before verification. See MISFIRE DIAGNOSTICS
 The test must take place on a road with little traffic where it is possible to drive slowly and stop at the
side of the road
 The air conditioning (A/C) can be on when the engine is running (at part load) but must be switched off
before the engine is run at idle speed
 Ensure that there are no diagnostic trouble codes (DTCs) stored in the system before commencing test
driving
 Start the engine. Drive according to driving schedule below
 Some equipment, such as air conditioning (A/C) and automatic transmission, is model specific. Ignore
these in the driving schedule if the equipment is not present.
DRIVING SCHEDULE
 Start the engine

 Shift gear selector to drive
 Accelerate gently to 1500-2000 rpm
 Drive for 5 minutes at 1500-2000 rpm
 Run the engine at idle speed for 60 seconds
 Drive engaged, air conditioning (A/C) off
 Drive engaged, air conditioning (A/C) switched off
 air conditioning (A/C) off
 Engine brake from 4000 rpm to approximately 1300 rpm a few times.
NOTE: Do not use the accelerator pedal (AP) during engine braking.
 Press the accelerator pedal (AP) to the floor a few times.
 The above driving schedule does not cover leak diagnostic and thermostat diagnostic.
HINT: In order to carry out leak diagnostic, see VIDA vehicle communication (Quick test of the fuel tank
system). Certain markets only.
ENGINE PERFORMANCE Ignition And Control Systems - Removal, replacement and installation
ENGINE PERFORMANCE
Ignition And Control Systems - Removal, replacement and installation
IGNITION COIL, SPARK PLUG, IGNITION CABLE (B5244S4; 2006-2007)

IGNITION COIL
REMOVAL
Fig. 1: Identifying Air Intake Hose Clamp And Electrical Connector With Cable Clamp
Fig. 2: Identifying Intake Plenum and Bolts

Torque: M6
10 Nm
Fig. 3: Removing Upper Intake Manifold

Fig. 4: Sealing Off Openings

CAUTION: Make sure that all openings are sealed. Use new blanking caps.
Fig. 5: Identifying Engine Cover End Piece And Screws

Torque: M6
10 Nm
Fig. 6: Identifying Ignition Coil Connectors

Fig. 7: Identifying Ignition Coil Screws

Torque: M6
10 Nm
INSTALLATION
SPARK PLUGS
REMOVAL
Remove ignition coil, see IGNITION COIL

Fig. 8: Removing Spark Plugs

Torque: Spark plug
25 Nm
INSTALLATION
IGNITION COIL, SPARK PLUG, IGNITION CABLE (B5254TX)

IGNITION COIL
REMOVAL
Fig. 9: Identifying Air Intake Hose And Fasteners

Torque: M7
17 Nm

Torque: M6
10 Nm
Fig. 11: Identifying Timing Case Cover

Fig. 12: Identifying Ignition Coils, Connectors And Screws

Torque: M6
10 Nm
INSTALLATION
SPARK PLUGS
REMOVAL
Remove ignition coil, see IGNITION COIL
Fig. 13: Identifying Spark Plug Locations

Torque: Spark plug
25 Nm
INSTALLATION
CONTROL SYSTEM, IGNITION (B5244S4; 2006-2007)

CRANKSHAFT POSITION SENSOR (CKP)
REMOVAL
Fig. 14: Identifying Pipe

Fig. 15: Identifying Crankshaft Position Sensor

Torque: M6
10 Nm
INSTALLATION
CONTROL SYSTEM, IGNITION (B5254TX)

CRANKSHAFT POSITION SENSOR (CKP)
REMOVAL

Fig. 16: Identifying Pipe

Fig. 17: Identifying Crankshaft Position Sensor

Torque: M6
10 Nm
INSTALLATION
CONTROL SYSTEM, FUEL SUPPLY (B5244S4; 2006-2007)

CAMSHAFT POSITION SENSOR (CMP)
REMOVAL
REMOVING UPPER INTAKE MANIFOLD
Fig. 18: Identifying Upper Intake Manifold And Screws

CAUTION: Seal the openings in the lower part of the intake manifold. Use tape or
similar.
Remove/slacken off:
 the hose clamp for the hose between the intake manifold and the mass air flow (MAF) sensor
 the 6 screws for the upper intake manifold closest to the front cover plate. Remove/slacken off the 2
screws against the firewall. Lift up the intake manifold and place to one side. Disconnect the connector
for the pressure sensor on the intake manifold. Cut the tie strap.
REMOVING THE CAMSHAFT POSITION (CMP) SENSOR

Fig. 19: Identifying Camshaft Position Sensors And Screws

Disconnect the connector for the position sensor on the camshaft.
Remove:
 the screw for the position sensor

 the position sensor on the camshaft.
INSTALLATION
INSTALLING THE CAMSHAFT POSITION (CMP) SENSOR
Install:
 the position sensor on the camshaft

 the screw for the position sensor. Tighten.
Connect the connector for the position sensor on the camshaft.

INSTALLING UPPER INTAKE MANIFOLD
Fig. 20: Identifying Upper Intake Manifold And Screws

CAUTION: Make sure that the guides for the lower section are in the correct position.
Install:
 a new gasket for the upper section of the intake manifold

 the upper intake manifold. Tighten the screws alternately. Tighten. See TIGHTENING TORQUE .
Tighten the hose clamp to the mass air flow (MAF) sensor. Connect the connector for the pressure sensor
on the intake manifold
 new tie strap for the cable harness.
FINISHING
CHECKING INJECTORS AND PULSATION DAMPERS
Start the engine. Check the function of the engine. Check for leakage.
ENGINE COOLANT TEMPERATURE SENSOR (ECT)
REMOVAL
AND BLEEDING
Fig. 21: Identifying Engine Coolant Temperature Sensor Connector

Fig. 22: Removing Engine Coolant Temperature Sensor

INSTALLATION
FUEL PUMP DRIVER MODULE (2006)
REMOVAL
Ignition off.
REMOVAL OF THE CONTROL MODULE, OPTION 1 (BY THE FUEL TANK)
Fig. 23: Identifying Fuel Pump Driver Module And Metal Tabs
NOTE: When replacing the control module, the new control module must always be
placed under the seat cushion, see option 2.
Raise the car.
Fold in the two metal tabs (1).
Remove:
 the connector
Fig. 24: Securing Cable To Bracket Using Cable Tie

Insert the plug into the connector from the kit.
Secure the cable to the bracket using a cable tie.
REMOVAL OF THE CONTROL MODULE, OPTION 2 (UNDER THE SEAT CUSHION, BACKSEAT)
Remove the left-hand seat cushion, backseat. See SEAT CUSHION, REAR SEAT
Only applies to C70
Fig. 25: Identifying Clip

Applies to all variants

Fig. 26: Identifying Fuel Pump Driver Module, Connector, And Metal Tabs
INSTALLATION

Fig. 28: Installing Fuel Pump Driver Module

Remove the seat cushion, rear seat, see SEAT CUSHION, REAR SEAT

Fig. 30: Identifying Fuel Pump Driver Module, Connector, And Metal Tabs
KNOCK SENSOR (KS)
REMOVAL
Fig. 31: Identifying Knock Sensor Connector

Fig. 32: Identifying Body Ground Cables

Torque: Knock sensor
20 Nm
INSTALLATION
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
REMOVAL
Fig. 33: Identifying Manifold Absolute Pressure Sensor Connector And Screws
INSTALLATION
PRESSURE SENSOR, FUEL RAIL (FRP)
PREPARATORY WORK
DRAINING THE FUEL SYSTEM
Remove:
 the screws for the upper timing cover

 the upper timing cover.
Drain the fuel system. See FUEL SYSTEM PRESSURE RELEASE .
REMOVAL
REMOVING THE FUEL PRESSURE SENSOR

Fig. 34: Identifying Fuel Pressure Sensor Connector And Screw

CAUTION: Place paper on top of the generator.
Disconnect the connector for the sensor.
Remove:
 the screw for the fuel pressure sensor

 the sensor.
INSTALLATION
NOTE: For tightening torque, see TIGHTENING TORQUE .
INSTALLING THE FUEL PRESSURE SENSOR

Fig. 35: Identifying Fuel Pressure Sensor Connector And Screw

Install:
 the sensor
 the screw for the sensor. Tighten. Connect the connector for the sensor
 the upper timing cover
 the screws for the cover. Tighten.
FINISHING
CHECKS
Start the engine. Check for leakage. Check the engine function.
CONTROL SYSTEM, FUEL SUPPLY (B5254TX)

REMOVAL
AND BLEEDING
Fig. 36: Identifying Engine Coolant Temperature Sensor Connector

Fig. 37: Removing Engine Coolant Temperature Sensor

INSTALLATION
see FUEL PUMP DRIVER MODULE (2006)

KNOCK SENSOR (KS)
REMOVAL
Fig. 38: Identifying Knock Sensor Connector

Fig. 39: Identifying Body Ground Cables


Torque: Knock sensor
20 Nm
INSTALLATION
see PRESSURE SENSOR, FUEL RAIL (FRP)
REMOVAL

Torque: M6
10 Nm

Torque: M6
10 Nm
Fig. 42: Identifying Camshaft Position Sensor Connector And Screw

INSTALLATION

REMOVAL

Torque: M6
10 Nm

Torque: M6
10 Nm
Fig. 45: Identifying Camshaft Position Sensor Connector And Screw

Torque: M6
10 Nm
INSTALLATION
see ENGINE COOLANT TEMPERATURE SENSOR (ECT)
KNOCK SENSOR (KS)
see KNOCK SENSOR (KS)
see PRESSURE SENSOR, FUEL RAIL (FRP)
TEMPERATURE AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAPT)
REMOVAL
Remove right-hand cover, see FRONT FOG LIGHTS
Fig. 46: Identifying Temperature And Manifold Absolute Pressure Sensor Connector And Screw
INSTALLATION
TEMPERATURE AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAPT) (2008, 2009)
REMOVAL
Remove casing bumper front, see COVER BUMPER FRONT (2006-2009)
INSTALLATION
TEMPERATURE AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAPT) (2010-2012)
REMOVAL
Remove right fog lamp, front, see FRONT FOG LIGHTS (2010-2011) or FRONT FOG LIGHTS (2012)
INSTALLATION
CONTROL SYSTEM, FUEL SUPPLY (B5254T7)

REMOVAL

Fig. 50: Removing Engine Control Module Cover

Fig. 51: Removing Engine Control Module

NOTE: Make sure that the seal is correctly located.
INSTALLATION

GAUGES AND INSTRUMENT PANELS Power transmission
GAUGES AND INSTRUMENT PANELS
Power transmission
GAUGES AND INSTRUMENT PANELS

COMBINED INSTRUMENT PANEL
REMOVAL

Fig. 2: Removing/Installing Air Bag

Fig. 3: Identifying Instrument Panel Bezel Screws

Fig. 4: Identifying Instrument Panel Screws

Fig. 5: View Of Instrument Panel Connector

INSTALLATION

ACCESSORIES AND BODY, CAB Instrumentation - Removal, replacement and installation
Instrumentation - Removal, replacement and installation
ACCELEROMETER AND YAW ANGLE SENSOR

ACCELEROMETER AND YAW ANGLE SENSOR
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVAL
REMOVING PANEL AND SEAT RAIL
Fig. 2: Identifying Seat Rail Screws

Remove:
 the panels over the screws for the seat rails

 the 4 M10 screws for the seat rails.
Fig. 3: Slide Seat Back And Fold Carpet Aside

Slide the seat back and fold the carpet to one side.
REMOVING BODY SENSOR CLUSTER (BSC)

Fig. 4: Identifying Body Sensor Cluster Bracket Screws

NOTE: Handle the body sensor cluster (BSC) with care as it is sensitive to mechanical
damage.
Remove:
 the 2 screws for the bracket

 the connector
 the body sensor cluster (BSC).
Replace the sensor assembly together with the bracket.
INSTALLATION
INSTALLING BODY SENSOR CLUSTER (BSC)
Install:
 body sensor cluster (BSC)

 the 2 screws for the bracket. Tighten. See: TIGHTENING TORQUE
 the connector.
INSTALLING PANEL AND SEAT RAIL
Fold the carpet back into position. Slide the seat back into position.
Install:
 the 4 M10 screws for the seat rails

 the panels over the screws for the seat rails.
FINISHING
CHECKING AND ADJUSTING
Perform calibration.
Fig. 5: Identifying Cluster Warning Symbol

Turn on the ignition.
In the event of a fault in the sensor, the warning symbol is constantly lit and a fault message appears in the
display on the driver information module (DIM).
Test drive the car after repair. See: TEST DRIVE FORM (DSTC (DYNAMIC STABILITY AND
TRACTION CONTROL) /BRAKE CONTROL MODULE), DESCRIPTION
BATTERY TEMPERATURE SENSOR

TEMPERATURE SENSOR, BATTERY
PREPARATORY WORK
IGNITION OFF

Ignition off.
Open the hood.
Remove the battery. See: BATTERY .
REMOVAL
REMOVING THE TEMPERATURE SENSOR
Fig. 7: Identifying Temperature Sensor

Remove:
 the connector
 the temperature sensor. Press in the locking catch on one side. Press up and press in the other locking
catch.
INSTALLATION
INSTALLING THE TEMPERATURE SENSOR

Install:
 the temperature sensor

 the connector
BRAKE PEDAL POSITION SENSOR

POSITION SENSOR, BRAKE PEDAL
PREPARATORY WORK

Remove:

 the 3 screws
REMOVAL




Remove

REMOVING THE PEDAL SENSOR

Fig. 12: Identifying Pressure Sensor

Pull out the pressure sensor (1) to eliminate any vacuum in the power brake booster. Disconnect the connector
(2).
Fig. 13: Identifying Pedal Sensor

Open the snap ring and pull out the pedal sensor.
HINT: The opening on the snap ring points straight down. The snap ring does not need to be completely
removed, just opened.
NOTE: Make sure that the O-ring is also removed.
INSTALLATION
INSTALLING THE PEDAL SENSOR
Press in the new pedal sensor.
NOTE: Use new O-ring. The pedal sensor can only be installed in one position, i. e. with
the guide pin pointing straight up.
Fig. 14: Identifying Pressure Sensor

Lubricate with soap solution and install the pressure sensor (1). Connect the connector (2).


Install:

 the plastic nut, x 1.

protective cover.

FINISHING
Install:
 the battery box

 the 3 M6 screws

REMOVAL

Fig. 19: Removing/Installing Air Bag

Fig. 20: Identifying Instrument Panel Bezel Screws

Fig. 21: Identifying Instrument Panel Screws

Fig. 22: View Of Instrument Panel Connector

INSTALLATION

ENGINE OIL PRESSURE SENSOR

PRESSURE SENSOR, ENGINE OIL
REMOVAL
See information about lifting points body, see JACKING POINTS BODY
Fig. 23: Identifying Skid Plate Screws

Fig. 24: View Of Oil Pressure Switch

Torque: Oil pressure switch
15 Nm
INSTALLATION
FUEL TANK LEVEL SENSOR

LEVEL SENSOR, FUEL TANK
REMOVE
On these models, the level sensor is integrated in the fuel pump (FP).
To replace, see: FUEL PUMP AND LEVEL SENSOR UNIT .
FUEL PUMP
REMOVAL
Remove the fuel tank. See FUEL TANK .
pump.
Remove:
 the large plastic nut, 1. Use a wrench see 9997093 .

 the pump.
INSTALLATION

pump.
Install:
 new O-ring
fuel tank.
 large plastic nut, 1. Use wrench see 9997093
Install the fuel tank. See FUEL TANK .
HANDBRAKE SWITCH AND BRAKE FLUID LEVEL SENSOR

HANDBRAKE SWITCH (2006, 2007)
PREPARATORY WORK
REMOVAL
REMOVING THE PARKING BRAKE SWITCH

Fig. 25: Removing Parking Brake Switch

Remove:
 1 screw
 the connector
 the brake switch.
INSTALLATION
INSTALLING THE PARKING BRAKE SWITCH
Install:
 the brake switch

 the 1 M6 screw
 the connector.
FINISHING

HANDBRAKE SWITCH (2008, 2009)
PREPARATORY WORK
REMOVAL

Remove:
 1 screw
 the connector
INSTALLATION
Install:

 the 1 M6 screw
 the connector.
FINISHING
HANDBRAKE SWITCH (2010-2012)
PREPARATORY WORK
REMOVAL


Remove:
 1 screw
 the connector
INSTALLATION
Install:

 the 1 M6 screw
 the connector.
FINISHING

LEVEL SENSOR, BRAKE FLUID
On this car, the level sensor for the brake fluid is integrated in the brake fluid reservoir.
To replace the brake fluid reservoir, see: RESERVOIR, BRAKE FLUID .
OUTSIDE TEMPERATURE SENSOR

OUTSIDE TEMPERATURE SENSOR (2006)
PREPARATORY WORK
IGNITION OFF

Ignition off.
REMOVAL
REMOVING THE OUTSIDE TEMPERATURE SENSOR
Remove the door mirror. See: REAR VIEW MIRROR EXTERNAL .
Fig. 29: Locating Outside Temperature Sensor

Remove the temperature sensor using a screwdriver as shown in the illustration.
Remove:
 the connector
 the terminal pin from the connector
 the temperature sensor.
INSTALLATION
INSTALLING THE OUTSIDE TEMPERATURE SENSOR
Route the cable for the temperature sensor to the connector.
Install:
 the cable terminals in the connector

 the connector
 the temperature sensor in the door mirror
 the door mirror. See: REAR VIEW MIRROR EXTERNAL .
OUTSIDE TEMPERATURE SENSOR (2007 - 2011 EARLY)
Operation Number(s): 38414-2
REMOVE
 Rear view mirror's electric motor. See MOTOR, EXTERNAL MIRROR

 Rear view mirror cover. See COVER, EXTERNAL MIRROR.
Fig. 30: Identifying Outside Temperature Sensor Connector

COVER, EXTERNAL MIRROR
REMOVAL
Remove mirror rear-view mirror external, see REAR VIEW MIRROR, EXTERNAL
Fig. 31: Identifying External Mirror Tabs

Fig. 32: Identifying External Mirror Cover

Fig. 33: Identifying External Mirror Cover Tabs

INSTALLATION
MOTOR, EXTERNAL MIRROR
Remove the mirror glass. See REAR VIEW MIRROR, EXTERNAL .
Fig. 34: Identifying External Mirror Electric Motor

COVER, EXTERNAL MIRROR

REMOVAL
Detach the external rear view mirror, see REAR VIEW MIRROR, EXTERNAL
Fig. 35: Detach The External Rear View Mirror Cover

INSTALLATION
Fig. 36: Identifying Rear View Mirror Cover Installation

Fig. 37: Identifying Rear View Mirror Cover Installation (1 Of 2)

Fig. 38: Identifying Rear View Mirror Cover Installation (2 Of 2)

Install external rearview mirror, see REAR VIEW MIRROR, EXTERNAL
OUTSIDE TEMPERATURE SENSOR (2011 LATE - 2012)

REMOVAL
Remove mirror rear-view mirror external, see MIRROR, REAR VIEW MIRROR
Fig. 39: Identifying Outside Temperature Sensor (1 of 3)



Carry out splicing of wire, see JOINING CABLES
INSTALLATION

PRESSURE SENSOR, TIRE
REMOVE
Remove the wheel..

Fig. 42: Removing/Installing Sensor

CAUTION: Do not use tools within the marked area.
CAUTION: Always start outside the marked area and continue in the direction from
the valve.
CAUTION: Release the tire bead from the wheel rim diagonally opposite to the valve.
Tighten the pressure sensor. See TIGHTENING TORQUE
INSTALL
Install the wheel. See WHEELS
After replacing sensors, the control module does not need programming. The control module contacts the sensor
itself after a few minutes driving. LF initiator can be used.
TRANSMISSION INPUT SPEED SENSOR

PREPARATORY WORK
Remove the wheel.
REMOVAL
REMOVING THE WHEEL SENSOR
Fig. 43: Identifying Wheel Sensor Connector

NOTE: Blow clean around the sensor using compressed air before removing.
Remove the connector from the wheel sensor.

Fig. 44: Identifying Wheel Sensor Mounting Screw

Remove:
 the M5 mounting screw for the wheel sensor

 the wheel sensor.
INSTALLATION
INSTALLING THE WHEEL SENSOR
Install:
 the wheel sensor

 the M5 screw. Tighten. See: TIGHTENING TORQUE
 the connector.
Fig. 45: View Of Wheel Sensor Cable Routing

Thoroughly check that the wheel sensor cable is routed as shown in the illustration.
FINISHING
Install the wheel according to: WHEELS .
FUNCTION TEST
Read off any diagnostic trouble codes (DTCs) stored in the control module.
Erase.
Interrupt the diagnostic function by turning off the ignition.
Test drive the car. See: TEST DRIVE FORM (ABS), DESCRIPTION .
Check that no diagnostic trouble codes (DTCs) are stored. Interrupt the diagnostic function by turning off the
ignition.
TRANSMISSION INPUT SPEED SENSOR, REAR WHEELS
PREPARATORY WORK
Ignition off.
REMOVING THE SHOCK ABSORBER FOR VEHICLES EQUIPPED WITH NIVOMAT

Remove:
 the M5 screw
REMOVING THE WHEEL SENSOR

Fig. 47: Identifying Sensor Mounting Screw

NOTE: Blow clean around the sensor using compressed air before removing.
Remove the sensor mounting screw. Pull out the connector.

Fig. 48: Identifying Wheel Sensor

Remove the wheel sensor.
INSTALLATION
INSTALLING THE WHEEL SENSOR
Install:
 the wheel sensor in the connector

 the connector
 the M5 screw. Tighten. See: TIGHTENING TORQUE .
FINISHING
INSTALLING THE SHOCK ABSORBER FOR VEHICLES EQUIPPED WITH NIVOMAT


Install:
 the shock absorber from the lateral link

 the M5 screw. Tighten. See: TIGHTENING TORQUE .
FUNCTION TEST
Read off any diagnostic trouble codes (DTCs) stored in the control module.
Erase.
Interrupt the diagnostic function by turning off the ignition.
Test drive the vehicle. See: TEST DRIVE FORM (ABS), DESCRIPTION .
Check that no diagnostic trouble codes (DTCs) are stored. Interrupt the diagnostic function by turning off the
ignition.
TRANSMISSION INPUT SPEED SENSOR, INPUT SHAFT, TRANSAXLE (TSS)

PREPARATORY WORK
Fig. 50: Identifying Battery Box

Remove:
 the battery negative cable. See: BATTERY DISCONNECTING AND CONNECTING

 the box for the battery.
REMOVAL
REMOVING THE SENSORS AND CABLE HARNESS

Fig. 51: View Of Sensors and Cable Harness

NOTE: Make a note of the routing of the cable harness.
Disconnect the cable harness connector from the transmission control module (TCM).
Clean thoroughly around the sensors. Remove the sensors and the cable harness.
INSTALLATION
INSTALLING THE SENSORS AND CABLE HARNESS
Fig. 52: View Of Sensors and Cable Harness

Install:
 the new sensors. Apply a little automatic transmission fluid to the O-rings for the sensors. Tighten. See:
TIGHTENING TORQUE
 the cable harness connector to the transmission control module (TCM).
FINISHING
INSTALLING THE BATTERY LEAD

Fig. 53: Identifying Battery Box

Install:
 the box for the battery

 the battery negative lead. See: BATTERY DISCONNECTING AND CONNECTING .
ENGINE Intake And Exhaust System - Cleaning, Inspection And Adjustment
ENGINE
Intake And Exhaust System - Cleaning, Inspection And Adjustment
INLET AND EXHAUST MANIFOLDS (B5254T3; 2006-07)

THROTTLE BODY, CLEANING
Materials
Cleaner 1161828
REMOVAL
Remove the throttle body. See THROTTLE BODY
CLEANING
Fig. 1: Cleaner, 1161826

Use: Cleaner, 1161828

Fig. 2: Allow Solvent to Dry

Fig. 3: Keep Clean and Free of Debris

NOTE: Make sure that the component is clean and free of foreign material.
INSTALLATION
Install throttle body. See THROTTLE BODY
INLET AND EXHAUST MANIFOLDS (B5254T7; 2008-12)

INTAKE SYSTEM, CHECK (2011)
REMOVAL
Remove mass airflow sensor (MAF). See MASS AIR FLOW (MAF) SENSOR
LEAK DETECTION
Fig. 4: Checking For Leak With Smoke Generator

Fig. 5: Checking for Leak with Smoke Generator

INSTALLATION
Install the mass air flow sensor (MAF). See MASS AIR FLOW (MAF) SENSOR
THROTTLE BODY, CLEANING
see THROTTLE BODY, CLEANING
MUFFLER AND EXHAUST PIPE

EXHAUST SYSTEM, CHECK
Special Tools
999 7085 Adapter
Tool description: Adapter
Tool boards: 20
999 5544 REGULATOR (USED WITH 9995545-

99955469
Tool description: REGULATOR (USED WITH 9995545 -
99955469
Tool boards: 23
Materials
soap solution -
REMOVAL
Remove heat shield plate. See TURBOCHARGER (TC)
See information about lifting points body. See JACKING POINTS BODY
Fig. 6: Locating Engine Undercover And Clips

Fig. 7: Identifying Flange Bolts

LEAK DETECTION
Fig. 8: Installation of Special Tool (997085, 9995544)

see 9997085 see 9995544
1. Torque: M8
24 Nm
Fig. 9: A Slight Leakage At This Area is Acceptable

NOTE: A slight leakage from the component is acceptable.

Fig. 10: Applying Soap Solution

Use: soap solution,
see 9997085 see 9995544
INSTALLATION
Fig. 11: Identifying Flange Bolts

Fig. 12: Locating Engine Undercover And Clips

TURBOCHARGER
TURBOCHARGER (TC), QUICK CHECK
STOP THE ENGINE AND LISTEN TO THE TURBOCHARGER (TC) AT THE MOMENT OF STOPPING
Fig. 13: Listening To Turbocharger At Moment Of Stopping

Normally the rotating turbocharger (TC) components stop moving after the engine.
If this is not the case, remove the inlet hose from the compressor housing.
Check that:
 the compressor wheel spins easily when rotated

 the axial- and radial play feels normal
 the compressor wheel does not rub in the compressor housing.
REPLACING THE TURBOCHARGER (TC)
In a number of cases the turbocharger (TC) has been replaced unnecessarily. This happened because some play
has been felt when checking (the shaft floats on an oil film).
Play must always be checked before replacing, to determine if the bearings are worn.
The entire turbocharger (TC) assembly must always be replaced complete:
 plug all the terminals on the old turbocharger before it is sent away.
WASTEGATE CONTROL VALVE ADJUSTMENT
Special Tools
951 2986 Measurement sensor (Part of 9512985)
Tool description: Measurement sensor (Part of 9512985)
Tool boards: EU99
951 2985 Measuring tools

Tool description: Measuring tools
Tool boards: 20

Tool boards: 21
Materials
Universal oil 1161657
CHECK
Fig. 14: Apply Universal Oil, 1161657

Use: Universal oil, 1161657

Fig. 15: Installing Special Tool (9512986)

see 9512986
Fig. 16: Checking That Tool Can Move Freely

NOTE: Make sure that the special tool can move freely.
Fig. 17: Installation of Special Tools 9512985, 9512775)

see 9512985 see 9512775

Fig. 18: Verifying Full and Free Movement

CAUTION: Make sure that the component moves freely between the end positions.
Repeat the following steps until the component moves freely. Some minimal binding is permitted.
Fig. 19: Identifying Pressure Regulator

Fig. 20: Adjusting Pressure to Specified Value and Verify No Leak (Ensure Pressure-Drop Remains
Within Specified Values)
1. Check that the pressure-drop remains within the specified values.
Fig. 21: Both Measurements Equal Zero

Fig. 22: Identifying Pressure Regulator

Fig. 23: Graph, Stroke vs. Pressure

1. See information about wastegate valve, see WASTEGATE VALVE
CAUTION: If the specified pressure is exceeded repeat the steps.

Fig. 24: Measuring the Maximum Value

Note the value.

Fig. 25: Graph, Max and Min Stroke vs. Pressure

1. See information about wastegate valve, see WASTEGATE VALVE
CAUTION: If the specified pressure is exceeded repeat the steps.
Fig. 26: Measuring the Maximum Value

Note the value.
Calculate the average value.
Follow the instructions for wastegate valve, see WASTEGATE VALVE
If the average value is not according to specifications, adjust the stroke.

ADJUSTMENT
NOTE: Turn the adjusting screw counter-clockwise to increase stroke. Turn the
adjusting screw clockwise to decrease stroke.
NOTE: One revolution corresponds to approx. 1 mm stroke.
Fig. 27: Identifying Wastegate Adjustments

1. Adjust to specified average value.
See information about wastegate valve, see WASTEGATE VALVE
Fig. 28: Locating Lock Nut

Torque: Pressure regulator, lock nut adjuster rod
7 Nm
Repeat the method to verify that the average value is according to specifications.
ENGINE Intake And Exhaust System - Removal, Replacement And Installation
ENGINE
Intake And Exhaust System - Removal, Replacement And Installation
AIR CLEANER AND THROTTLE HOUSING

AIR CLEANER HOUSING
REMOVAL
Remove the engine control module (ECM). See ENGINE CONTROL MODULE (ECM)
Fig. 1: Identifying Cover Screws And Clips

Torque: M6
10 Nm
Fig. 2: Identifying Clamp And Tubing

Fig. 3: Identifying Connector

Fig. 4: Locating Fasteners

Torque: M6
10 Nm
Fig. 5: Locating Engine Mount Bolts

CAUTION: Note the position of the component before removal.
Torque: M10
50 Nm
Fig. 6: Identifying Air Intake Tube

NOTE: This step requires considerable force.
Fig. 7: Identifying Air Cleaner Module

INSTALLATION
THROTTLE BODY
REMOVAL
Fig. 8: Locating Intake Tube Clamp

Fig. 9: Locating Throttle Body Bolts

Torque: M6
10 Nm
INSTALLATION
AIR CLEANER AND THROTTLE HOUSING (B5244S4 - OTHER MARKETS)

AIR CLEANER HOUSING
REMOVAL
 See ENGINE CONTROL MODULE (ECM)

 See MASS AIR FLOW (MAF) SENSOR
Fig. 10: Locating Intake Tube Screws


INSTALLATION
THROTTLE BODY
REMOVAL
Perform battery disconnecting and connecting. See BATTERY DISCONNECTING AND CONNECTING

Fig. 12: Identifying Flex Tube Clamp And Connector

Fig. 13: Locating Throttle Body Bolts

Torque: Throttle body
7 Nm
INSTALLATION

CATALYTIC CONVERTER AND EMISSION CONTROL

CATALYTIC CONVERTER
Special Tools
999 5543 Socket NV-22 (heated oxygen sensor)
Tool description: Socket NV-22 (heated oxygen sensor)
Tool boards: 20
REMOVAL
Perform flange joint, assembly. See FLANGED JOINT, ASSEMBLING
Fig. 14: Identifying Sensor Connector and Clip

Torque: M8
24 Nm
Fig. 15: Locating Splash Panel Screws

Fig. 16: Locating Catalytic Converter To Turbocharger Nuts

Torque: Catalytic converter to turbocharger
24 Nm
Fig. 17: Identifying Oxygen Sensor Socket And Connector

see 9995543
Torque: Catalyst monitor sensor
45 Nm
Fig. 18: Identifying Reinforcement Screws

Torque: M8
24 Nm
Fig. 19: Locating Hangers and Fasteners

Torque: Catalyst to exhaust system
24 Nm
Fig. 20: Identifying Oxygen Sensor Socket (9995543)

see 9995543
45 Nm
INSTALLATION
OXYGEN SENSOR (CATALYST MONITOR SENSOR)
Special Tools
Tool boards: 20
REMOVAL
Fig. 21: Identifying Sensor Connector and Clip


Fig. 23: Identifying Oxygen Sensor Socket

see 9995543
45 Nm
Fig. 24: Identifying Oxygen Sensor Socket And Connector

see 9995543
45 Nm
INSTALLATION
CATALYTIC CONVERTER AND EMISSION CONTROL (B5244S4 - OTHER

MARKETS)
CATALYTIC CONVERTER
REMOVAL
Perform flange joint, assembly, see FLANGED JOINT, ASSEMBLING
Remove oxygen sensor (lambda probe) see OXYGEN SENSOR (CATALYST MONITOR SENSOR)
Fig. 25: Identifying Reinforcement Screws

Torque: M8
24 Nm
Fig. 26: Locating Catalytic Converter Bolts

Torque: Catalyst to exhaust manifold
27 Nm
Fig. 27: Locating Catalytic Converter Bolts

Torque: Catalyst to exhaust manifold
27 Nm
Fig. 28: Locating Catalytic Converter Bolts And Exhaust Hangers

Torque: Catalyst to exhaust system
24 Nm
INSTALLATION
OXYGEN SENSOR (CATALYST MONITOR SENSOR)

Special Tools
Tool boards: 20
REMOVAL
Fig. 29: Locating Sensor Connector and Clip


Fig. 31: Identifying Oxygen Sensor Socket

see 9995543
45 Nm
Fig. 32: Additional Use of Special Tool (9995543)

see 9995543
45 Nm
INSTALLATION
CRANKCASE VENTILATION
NON-RETURN VALVE, CRANKCASE VENTILATION
REMOVAL
Fig. 33: Locating Charge Pipe Clamps And Screws

Fig. 34: Identifying Clamp and Hose

Fig. 35: Identifying Crankcase Connection

INSTALLATION
Fig. 36: Identifying Crankcase Connection

Torque: Crankcase connection-turbocharger
25 Nm
Fig. 37: Identifying Nipple

Fig. 38: Identifying Hose And Clamp

Fig. 39: Locating Charge Pipe Clamps And Screws

Torque: M6
10 Nm
INLET AND EXHAUST MANIFOLDS

EXHAUST MANIFOLD
Remove exhaust manifold. See TURBOCHARGER (TC)
FLANGED JOINT, ASSEMBLING

CHECK
CONDITIONS
All mating surfaces must be thoroughly cleaned.
Always replace gaskets, nuts and screws with new ones.
Always use those components shown in the replacement parts range for the relevant area.
CHECK
Always ensure:
 that there are not cracks or other damage at the mating surfaces which could result in leakage
 that all threads are working correctly
 that the gasket faces are flat.
Always remedy if necessary
PROCEDURE
Always use the listed tightening torques.
Always use copper paste 1161 408 where indicated in the method.
Always follow the listed procedure for tightening torques and, where applicable, angle-tightening.
INDUCTION PIPE
REMOVAL
 See THROTTLE BODY

 See FUEL INJECTOR
Fig. 40: Identifying Breather Tube with Plenum Removed

Fig. 41: Intake Manifold Bolt Identified

Torque: M6
10 Nm
Fig. 42: Locating Additional Bolts

Torque: M7
17 Nm
INSTALLATION
MUFFLER AND EXHAUST PIPE

MUFFLER CENTER (2011)
REMOVAL
REMOVING THE MUFFLER

Fig. 43: Identifying Measurement A

NOTE: If a joint is missing between the center and rear mufflers, both must be
replaced.
Applies at the first change
Cut between the front and center exhaust pipe to create an 85 mm pipe sleeve. Measure from the rear end of the
front muffler. See A in illustration.
Remove:
 the M10 nut for the clamp between the rear and center muffler
 the rubber mountings from the muffler
 the center muffler.
Applies to the second or later changes
Remove:
 the M10 nut for the clamp between the front and center muffler
 the M10 nut for the clamp between the rear and center muffler
 the rubber mountings
 the muffler.
HINT: Tap carefully around the joint to crack any rust and soot deposits in the joint. Use a hammer.
INSTALLATION
NOTE: To ensure that there is no exhaust leakage, see FLANGED JOINT,

ASSEMBLING.
INSTALLING THE MUFFLER
Install:
 the center exhaust pipe section

 the M10 nut for the clamp between the front and center muffler. Do not tighten yet
 the M10 nut for the clamp between the rear and center muffler. Do not tighten yet
 the rubber mountings.
Adjust the position of the exhaust pipe. Tighten the two nuts.
MUFFLER, FRONT
REMOVAL
Remove the exhaust pipe between the front and rear mufflers. See MUFFLER REAR.
Fig. 44: Identifying Flange Nuts

Tightening torque, M10. See TIGHTENING TORQUE .
INSTALLATION
NOTE: Make sure that no exhaust leakage occurs. See FLANGED JOINT,
ASSEMBLING.
MUFFLER REAR
REMOVAL
Fig. 45: Identifying Exhaust Pipe Area To Cut

Fig. 46: Identifying Bolts And Clamp

Torque: M10, 50 Nm
INSTALLATION
TURBOCHARGER
ACTUATOR TURBO PRESSURE (VACUUM)
REMOVAL

Fig. 48: Identifying Connector and Hoses


INSTALLATION
TURBOCHARGER (TC)
REMOVAL
Perform battery disconnecting and connecting. See BATTERY DISCONNECTING AND CONNECTING
Perform cooling system draining, charging and bleeding. See COOLING SYSTEM - DRAINING,
CHARGING AND BLEEDING
Remove the catalytic converter. See CATALYTIC CONVERTER

Fig. 50: Locating Connector And Tube

Fig. 51: Identifying Air Intake Hose And Fasteners

Torque: M6
10 Nm
Fig. 52: Locating Clamp

Fig. 53: Locating Attachment Bolts

Torque: M6
10 Nm
Fig. 54: Locating Clamps

Fig. 55: Locating Clamps And Hoses

Fig. 56: Identifying Heat Shield Bolts

Torque: M8
24 Nm
Fig. 57: Identifying Coolant Pipes

Torque: Coolant pipe to turbocharger
38 Nm
Fig. 58: Locating Electrical Connector

Fig. 59: Identifying Oil Pressure Pipe And Turbocharger Crankcase Connection
1. Torque: Oil pressure pipe to the turbocharger
26 Nm
2. Torque: Crankcase connection-turbocharger
25 Nm
Fig. 60: Locating Oil Return Pipe Bolts

Torque: M6
10 Nm
Fig. 61: Identifying 12 Bolts

Torque: M8
24 Nm
Fig. 62: Locating Hose Clamps

INSTALLATION

ACCESSORIES AND BODY, CAB Interior Equipment - Removal, replacement and installation
Interior Equipment - Removal, replacement and installation
INSTRUMENT AND RADIO PANEL

DASHBOARD
Special tools:
see 9997117
PREPARATORY WORK
CAUTION: Before removing the dashboard, the temperature must be regulated to

maximum cooling. This is done to avoid damage to the temperature
damper.
Fig. 1: Identifying Negative Battery Lead Disconnected

Disconnect the battery negative cable. See BATTERY DISCONNECTING AND CONNECTING .
REMOVAL

Fig. 2: Identifying Driver's Side Soundproofing Panel

Remove:
 the soundproofing panel on the driver's side. See INSTRUMENT PANEL LOWER
 the center console. See FLOOR CONSOLE (2006-2007) or FLOOR CONSOLE(2008-2012)
 sound insulation on passenger side. It is secured with 2 clips.
Fig. 3: Removing Apron Molding

 the screw for the air duct to the floor on the passenger side. Remove the air duct
 the screw for the air duct to the floor on the driver's side. Remove the air duct
 the panels on the left and right-hand A-posts. See A-PILLAR TRIM PANEL
 the 2 screws for the combined instrument panel frame. Remove the frame.
Remove the apron molding from the upper steering column cover.
Remove the left and right-hand sill trim panels. See SILL EDGE .
Fold away the floor carpets on both sides so that the connectors by the floor can be disconnected.
Slacken off the nuts, 2 per side, for the ground cable harness by the floor.
Fig. 4: Identifying Connectors for Back-Up Lamp and for SRS Module
Remove:
 the central electronic module (CEM). See CONTROL MODULE RELAY BOX PASSENGER
COMPARTMENT
 the connector for the back-up (reversing) lamp
 the 5 clips for the back-up (reversing) lamp cable harness
 the connector for the supplemental restraint system module (SRS).
Fig. 5: Identifying Tie Strap For The Ground Cable Harness

 the 2 clips for the ground cable harness on the driver's side
 the tie strap for the ground cable harness on the passenger side.
Fig. 6: Identifying Air Duct

Remove the center air duct.
HINT: Pry down the top edge.

Fig. 7: Identifying Floor Bracket Bolts (Passenger Side)

Remove the 3 screws for the floor bracket on the passenger side.
WARNING: The bracket edges can be sharp.

Fig. 8: Identifying Floor Bracket Bolts (Driver's Side)

Remove the 3 screws for the floor bracket on the driver's side.
WARNING: The bracket edges can be sharp.
Remove the cable clamp on the driver's side.
Disconnect the cable harness on the passenger side bracket by removing the 2 clips and the tie strap.
Fig. 9: Identifying The Holder For The Cable Harness

Lift up the insulation panel at the center air duct on the passenger side. Remove the cable harness holder.
Fig. 10: Locating Duct Screw

Remove the duct together with the cable harness on the passenger side bracket.
HINT: Carefully press the reverse with a screwdriver.
Slacken off the mounting screw (1) on the bracket on the passenger side. The screw is concealed inside the duct
with the cable harness.
Slacken off the mounting screw on the bracket on the driver's side.
Remove the 2 brackets.

Fig. 11: Locating Screws For Heat Exchanger Assembly

Remove:
 the 8 screws for the heat exchanger assembly.
 the steering column covers. See PANEL STEERING COLUMN

 the steering column. See STEERING COLUMN
 the wiper mechanism. See WIPER MECHANISM, WINDSHIELD
Fig. 12: Locating Dashboard Mounting Screws In Engine Compartment

 the 2 screws for the dashboard mounting in the engine compartment.

Fig. 13: Locating 2 Dash Mounting Screws

 the 2 screws inside the center console upper mounting points.

Fig. 14: Locating Bolt in Door Opening

Slacken off the screws, 1 on each side.
Unscrew the screws as far as possible.

Fig. 15: Identifying Position of Spacers

Screw in the spacers, 1 per side, by hand.
HINT: Use a pipe wrench if this is difficult.
CAUTION: Tape the jaws of the pipe wrench to prevent damage to the spacers.
Fig. 16: Identifying Upper Screws

Remove the upper screws (1), 1 per side.
NOTE: Install special tool: see 9997117 in the upper screw holes.
Remove the lower screw on the passenger side.
Slacken off the lower screw on the driver's side approximately 5 mm.
Fig. 17: Identifying Dashboard

Pull the dashboard on the passenger side approximately 140 mm backwards into the vehicle.
Fig. 18: Identifying Blower Fan And Damper Motor Connectors

Remove:
 the connector for the damper motors

 the connector for the blower fan motor.
 the lower screw on the driver's side

 the special tool
 the dashboard through the opening for the passenger door.
NOTE: 2 people are required for this task.
WARNING: There is a risk of compression damage.
TRANSFERRING DASHBOARD COMPONENTS

 the outer and center ventilation vents. See DRIVER SIDE REGISTER
 the ignition switch. See IGNITION LOCK
 the light switch. See LIGHTING SWITCH
 the loudspeaker grille. See APPLIES TO DASHBOARD SPEAKERS
 the sun sensor. See SUN SENSOR .
INSTALLATION
NOTE: For tightening torques, See TIGHTENING TORQUE .
INSTALLING THE DASHBOARD
Lift the dashboard into the vehicle.
NOTE: 2 people are required for this task.
Fig. 19: Locating 2 Locating Pins In The Opening For The Center Console
Ensure that:
 the top edge of the dashboard engages in the guides by the windshield
 the 2 locating pins in the opening for the center console engage
 the connectors and the cable harness do not get trapped.
Fig. 20: Installing Dashboard

Install the dashboard.
Use special tool: see 9997117 in the upper screw holes.
Pull the dashboard on the passenger side approximately 140 mm backwards into the vehicle.
Screw in the screw 2 turns in the lower screw hole on the driver's side.
Fig. 21: Identifying Blower Fan And Damper Motor Connectors

Remove:
 the connector (2) for the blower fan motor

 the connector (1) for the damper motors.

Press the dashboard into place.
Ensure that no cable harness or connector becomes trapped.
Install the screw in the lower screw hole on the passenger side.
Remove the special tool.
Screw in the 2 screws 2 turns in the upper screws holes in the dashboard.
Fig. 23: Locating Bolt in Door Opening

Press in the screws at the ends, 1 per side.
Tighten the screws until the spacers come into contact with the member in the dashboard.

Check the position of the dashboard by ensuring that the screw holes in the engine compartment correspond to
the dashboard.
Adjust the position using the screws in the ends.
Tighten the 2 M10 screws in the ends.
HINT: Hold the spacers using a pipe wrench.
CAUTION: Tape the jaws of the pipe wrench to prevent damage to the spacers.
Check the position of the dashboard in the engine compartment.
Screw in the 2 screws 2 turns in the engine compartment.


Tighten the spacers against the dashboard member.
Tighten the 4 M8 screws.


Tighten the 2 M8 screws in the engine compartment.

Fig. 27: Identifying The Holder For The Cable Harness

Install:
 2 M6 screws in the opening for the center console. Tighten

 the cover for the heat exchanger assembly using 8 screws. Tighten
 the bracket on the passenger side using 4 screws (of which 3 M8). Tighten
 the bracket on the driver's side using 4 screws (of which 3 M8). Tighten
 the cable harness to the passenger side bracket. Press the 4 clips into place
 the holder for the cable harness by the center air duct.
Install:
 the connector for the supplemental restraint system module (SRS).

 the connector and the 5 clips for the back-up (reversing) lamp switch
 the center air duct
 the 3 connectors by the floor on the passenger side
 the ground cable harness by the floor on the passenger side. Tighten the 2 M6 screws.
Use the tie strap and secure the ground cable harness in the holder for the connector.
Install:
 the connectors (1 to 3 depending on the equipment in the vehicle) by the floor on the driver's side
 the ground cable harness by the floor on the driver's side. Tighten the M6 screws
 the central electronic module (CEM). See CONTROL MODULE RELAY BOX PASSENGER
COMPARTMENT
 the left and right-hand sill trim panels. See SILL EDGE
 the steering column. See STEERING COLUMN
 the steering column covers. See PANEL STEERING COLUMN
 the frame for the combined instrument panel using the 2 screws. Tighten
 the panels on the left and right-hand A-posts. See A-PILLAR TRIM PANEL
 the air duct to the floor on the passenger side using the 1 screw. Tighten
 the air duct to the floor on the driver's side using the 1 screw. Tighten
 the center console. See FLOOR CONSOLE (2006-2007) or FLOOR CONSOLE(2008-2012)
 the soundproofing panel on the passenger side using the 2 clips
 the wiper mechanism. See WIPER MECHANISM, WINDSHIELD
 the battery negative lead. See BATTERY DISCONNECTING AND CONNECTING .
GRILLE DASHBOARD SPEAKERS

Fig. 28: Identifying Speaker Grille

INSTRUMENT PANEL LOWER
REMOVAL
REMOVING SOUNDPROOFING PANELS

Fig. 29: Identifying Panel Inside Center Console

Remove:
Fig. 30: Identifying End Cover

 the end cover. Use a weatherstrip tool

 the 1 clip (1).

 the 3 screws.
Fig. 32: Locating Passenger Compartment Temperature Sensor

 the passenger compartment temperature sensor.
Press the sensor forward in the vehicle to release it.


Pull the panel down and out.
NOTE: There are 2 hidden clips at the top edge of the soundproofing panel.
Disconnect the 1 connector for the courtesy lighting.
INSTALLATION
INSTALLING THE SOUNDPROOFING PANEL
Connect the connector for the courtesy lighting.
Guide the panel into place. Secure the passenger compartment temperature sensor.
NOTE: There are 2 hidden clips at the top edge of the soundproofing panel.
Install:

 the 1 clip
 the end cover
PANEL STEERING COLUMN
REMOVAL
REMOVING STEERING COLUMN COVERS
Pull the steering wheel as far out as possible.
Fig. 34: Removing Apron Molding

Grip one edge of the apron molding. Pull the apron molding straight out to release its seal between the upper
steering column cover and the dashboard.
Fig. 35: Removing Upper Steering Column Cover

Remove the clip mounting between the covers.
HINT: Using a weatherstrip tool, carefully pry the covers apart.
Remove the upper steering column cover.


Remove:
 the 3 screws
 the lower cover for the steering column.
INSTALLATION
INSTALLING THE STEERING COLUMN COVERS
Install:
 the upper cover for the steering column

 the apron molding to the dashboard
 the lower cover for the steering column.
NOTE: Make sure that the guide lugs at the rear edge of the upper steering column
cover end up in correct position in relation to the lower steering column cover.
Press the steering column covers together.

Install the 3 screws. Tighten.
INTERIOR EQUIPMENT
CENTER CONSOLE (2006-2007)
REMOVAL

Fig. 38: Releasing the Catches

Use a small screwdriver and press in the catch in one of the radio panel's upper corners.
Carefully pry off the radio panel on one side using a plastic straightening tool. Perform the same thing on the
other side and then fold the radio panel back in the vehicle. Pull the radio panel upwards until it releases.
HINT: If the panel is difficult to remove, press it again on both sides and start again. Start on the
opposite side to last time.

Remove:


Remove:
 the panel. See POWER SOCKET 12V

 the 4 screws.
REMOVAL OF COMPONENTS THAT ARE TO BE TRANSFERRED.


Remove:
 the 8 screws.

 the 4 screws
INSTALLATION OF TRANSFERRED COMPONENTS
Install:
 the 4 x screws. Tighten. See TIGHTENING TORQUE
 the 8 screws. Tighten. See TIGHTENING TORQUE .
INSTALLATION
INSTALLING THE CENTER console

Install:

 the screws, 4 pieces. Tighten
 the panel. See POWER SOCKET 12V
 the radio panel
CENTER CONSOLE (2008-2012)
REMOVAL
 seat cushion, see SEAT CUSHION, REAR SEAT

 cup holder, floor console, see FLOOR CONSOLE CUP HOLDER
Fig. 43: Locating Torx Screws

Fig. 44: Removing Console


Fig. 46: Identifying Lever Points

Fig. 47: Releasing Catches

Fig. 48: Indicating Removal


Fig. 50: Identifying Mounting Screws

Fig. 51: Prying Out the Tray


Fig. 53: Pry Off Cover


Fig. 55: Assembly Slides Back

Fig. 56: Accessing 2 Screws



Fig. 59: Removing Underside Cover

Remove the center console screw underneath. See TIGHTENING TORQUE

Fig. 60: 4 Screws Secure Climate Control Module

Remove the Climate control module (CMM) screw. See TIGHTENING TORQUE
INSTALLATION
COVER/ARMREST TUNNEL COMPARTMENT (2006-2007)
REMOVAL
REMOVING THE COVER / ARMREST

Fig. 61: 4 Screws Securing Armrest

Remove:
 the rear cigarette lighter socket. See EXTRA POWER SOCKET 12V
 the 4 screws.
SEPARATING THE COVER / ARMREST

Fig. 62: 6 Screws Securing Cover


Fig. 63: Exploded View

Separate the cover / armrest by releasing the frame (1).

Fig. 64: Note The Position Of The Spring/Armrest

NOTE: Note the position of the spring.

Fig. 65: Armrest Hinge

NOTE: Note the position of the armrest hinge.
INSTALLATION
INSTALLING THE COVER / ARMREST
Install:

 the rear cigarette lighter socket. See EXTRA POWER SOCKET 12V .
REMOVAL

Remove cover/center armrest, see COVER/ARMREST TUNNEL COMPARTMENT (2006-2007) or

COVER/ARMREST TUNNEL COMPARTMENT(2008-2012)

INSTALLATION
COVER/ARMREST TUNNEL COMPARTMENT(2008-2012)


Fig. 69: Lifting Up, Release Catches

Fig. 70: Identifying Lever Points

Fig. 71: View of 2 Armrest Screws

Fig. 72: Lifting out Armrest

Fig. 73: 4 Screws Secure Armrest Cover


INSTALLATION
FLOOR CONSOLE CUP HOLDER (2006-2007)
METHOD CONTENT
FRONT CUP HOLDER, CENTER CONSOLE, REPLACING
REMOVING THE FRONT CUP HOLDER
Fig. 75: Removing Front Cup Holder

Remove the mug holder by pulling it straight up.
HINT: Use a knife and press down as shown in the illustration until the cup holder releases.
INSTALLATION
INSTALLING THE FRONT CUP HOLDER
Install the mug holder by pressing it straight down.
REAR CUP HOLDER, CENTER CONSOLE, REPLACING
REMOVING THE REAR CUP HOLDER

Fig. 76: Removing Rear Cup Holder

Remove the mug holder by pulling it straight up.
HINT: Use a knife and press down as shown in the illustration until the cup holder releases.
INSTALLATION
INSTALLING THE REAR CUP HOLDER
Install the mug holder by pressing it straight down.
FLOOR CONSOLE CUP HOLDER (2008-2012)

FLOOR CONSOLE (2006-2007)

REMOVAL

Ignition off

Remove:
 the panel, 4 hidden clips.
Apply the parking brake.
Fig. 80: Locating Console Bolts

Remove:
 the center console. See CENTER CONSOLE (2006-2007) or CENTER CONSOLE (2008-2012)
 the 2 connectors (1). See POWER SOCKET 12V
 the rear center console. See TUNNEL CONSOLE REAR
 the panel under the armrest cover
 the 4 screws
 the parking brake boot by unsnapping it and pulling it over the lever.
Fig. 81: Removing Console

Lift the rear edge of the center console and then lift forward/upward.
Remove:
 the connectors beneath the center console.
TRANSFERRING
TRANSFERRING CENTER CONSOLE COMPONENTS
Transfer:
 the cup holder. See FLOOR CONSOLE CUP HOLDER

 armrest cover. See COVER/ARMREST TUNNEL COMPARTMENT
 the front storage compartment. See STORAGE COMPARTMENT FRONT CENTER CONSOLE.
INSTALLATION
INSTALLING THE CENTER CONSOLE
Installation:
COVER/ARMREST TUNNEL COMPARTMENT
REMOVAL


Fig. 83: Pry Off Lower Cover with Tool

Fig. 84: 2 Screws Below

Fig. 85: Locating 2 Side Screws

Fig. 86: Lifting Up Cover


Fig. 88: Lifting Assembly Up


Fig. 90: Removing with Pliers

Fig. 91: Installing Replacement

INSTALLATION
FLOOR CONSOLE (2008-2012)
REMOVAL
Remove center console. See CENTER CONSOLE (2006-2007) or CENTER CONSOLE (2008-2012)

Fig. 93: Remove in Direction of Arrow


Remove keypad. See SWITCH TUNNEL COMPARTMENT
Fig. 95: Underview of Screw Locations

INSTALLATION
GLOVE COMPARTMENT
see GLOVE COMPARTMENT
INNER REAR VIEW MIRROR
see INNER REAR VIEW MIRROR
MIRROR SUN VISOR
see MIRROR SUN VISOR
STORAGE COMPARTMENT FRONT CENTER CONSOLE
see STORAGE COMPARTMENT FRONT CENTER CONSOLE
SUN VISOR
see SUN VISOR
GLOVE COMPARTMENT
REMOVAL
REMOVING THE GLOVE COMPARTMENT
Fig. 96: Removing Air Duct Clip

Remove:
 the end cover. It is secured with 3 hidden clips

 the clip for the air duct.



Remove:
 any accessories on the center console

 the 5 screws.
CAUTION: There is a risk of the center console being scratched.
HINT: Tape the edge of the center console to protect it against scratches.
Fig. 99: Pulling Glove Compartment Straight Back

Pull the glove compartment straight back into the vehicle to release the 2 hidden clips in the top edge.
NOTE: Note the position of the electric connections.
Disconnect the 2 connectors.


Remove the 4 screws for the inner glove compartment.
INSTALLATION
INSTALLING GLOVE COMPARTMENT

Fig. 101: Installation of Glove Compartment

Install:
 the 4 screws for the inner glove compartment. Tighten

 the glove compartment. Guide the glove compartment diagonally inside the center console
 the 2 hidden clips in the top edge of the glove compartment
 the 5 screws
 the clip for the air duct
 the end cover
Remove any tape from the center console.
INNER REAR VIEW MIRROR (2006)
REMOVAL
REMOVING THE COVER
Fig. 102: Identifying Short Sides

Press together the two short sides on the cover. Pull the cover towards you.
REMOVING THE DOOR MIRROR

Fig. 103: Removing Mirror

Remove:
 the mirror. Turn counter-clockwise

 the connector.
INSTALLATION
INSTALLING THE DOOR MIRROR
Install:
 the connector.
 the door mirror
 the cover.
NOTE: If the mirror has a compass, the relevant geographical area must be set.
Calibration must then be carried out.
FINISHING
CALIBRATING THE COMPASS
Calibrate the compass. See COMPASS CALIBRATION .
INNER REAR VIEW MIRROR (2007-2012)
REMOVAL

Fig. 105: Twisting The Mounting

NOTE: Only twist the mounting.
INSTALLATION

NOTE: If the mirror has a compass, the relevant geographical area must be set.
Calibration must then be carried out.
Calibrate the compass. See COMPASS CALIBRATION .
MIRROR SUN VISOR
see MIRROR SUN VISOR
STORAGE COMPARTMENT FRONT CENTER CONSOLE
see STORAGE COMPARTMENT FRONT CENTER CONSOLE
SUN VISOR
see SUN VISOR
TUNNEL CONSOLE REAR
see TUNNEL CONSOLE REAR
MIRROR, SUN VISOR
REMOVAL
Fig. 106: Carefully Prying Out Vanity Mirror

Fig. 107: Prying Mirror in Small Steps

Fig. 108: Prying Mirror in Small Steps

Fig. 109: Mirror Comes Out

INSTALLATION
STORAGE COMPARTMENT, FRONT CENTER CONSOLE
REMOVAL
REMOVING FRONT STORAGE COMPARTMENT CENTER CONSOLE

Fig. 110: Removing Front Storage Compartment

Remove:
 the storage compartment by releasing the 2 clips at the rear edge. Then pull the storage compartment
backwards.
INSTALLATION
INSTALLING FRONT STORAGE COMPARTMENT CENTER CONSOLE

Fig. 111: Installing Front Storage Compartment

Install:
 the storage compartment by guiding in the front edge. Then press the storage compartment into place
SUN VISOR
REMOVAL
REMOVING THE SUN VISOR


Remove:
 the A-post panel as described in, see A-PILLAR TRIM PANEL

 the connector and the tie strap.
Fold out the sun visor.
Remove the sun visor cover.
Insert a large screwdriver to release the expander clips of the sun visor. See illustration.
Undo the panel at the upper windshield member slightly at the corner.
HINT: The panel is attached with clips.
Thread the connector through the panel.
To replace the sun visor inner retainer:
Fold down the cover and insert a small screwdriver to release the catches in the retainer.
INSTALLATION
INSTALLING THE SUN VISOR
TUNNEL CONSOLE REAR (2006-2007)

REMOVAL
REMOVING THE REAR CENTER CONSOLE
Fig. 113: Removing Rear Center Console

Remove:
 the rear cup holder as described in, see FLOOR CONSOLE CUP HOLDER
 the rear seat cushion as described in, see SEAT CUSHION, REAR SEAT
Take hold of the rear edge of the center console and pull upward/rearward.
INSTALLATION
INSTALLING THE REAR CENTER CONSOLE
TUNNEL CONSOLE REAR (2008-2012)
REMOVAL
REMOVING THE REAR CENTER CONSOLE
Fig. 114: Removing Rear Center Console

Remove:
 the rear cup holder as described in, see FLOOR CONSOLE CUP HOLDER
 the rear seat cushion as described in, see SEAT CUSHION, REAR SEAT
Take hold of the rear edge of the center console and pull upward/rearward.
INSTALLATION
INSTALLING THE REAR CENTER CONSOLE
SEAT BELT AND OTHER RESTRAINING SYSTEMS

AIR BAG SUPPLEMENTAL RESTRAINT SYSTEM (2006-2007)
PREPARATORY WORK
REMOVING THE BATTERY CABLE
Fig. 115: Disconnecting Battery Negative Cable

Move both front seats to their forward position.
Ignition off.
REMOVAL
REMOVING THE SUPPLEMENTAL RESTRAINT SYSTEM MODULE (SRS)

Fig. 116: View Of Supplemental Restraint System Module (SRS)

Remove:
 the tunnel compartment. See FLOOR CONSOLE (2006-2007) or FLOOR CONSOLE(2008-2012)

 the 4 x screws.
Lift the control module out.
INSTALLATION
INSTALLING THE SUPPLEMENTAL RESTRAINT SYSTEM MODULE (SRS)
CAUTION: Make sure that there are no loose particles or similar between the control
module and the body panel. This can cause poor functionality or over-
sensitivity in the SRS system.
Install:

 the 4 x M6 screws. Tighten
 the tunnel compartment. See FLOOR CONSOLE (2006-2007) or FLOOR CONSOLE(2008-2012)
FINISHING
ORDERING SOFTWARE
Order software. See
S40 (04-) 30667215

V50 30667216
C70 (06-) 30724774
C30 30798149
CHECKING THE SRS (SUPPLEMENTAL RESTRAINT SYSTEM)
Carry out an inspection as described in, see SUPPLEMENTARY RESTRAINT SYSTEM (SRS),
INSPECTION .
AIR BAG SUPPLEMENTAL RESTRAINT SYSTEM (2008-2012)
REMOVAL
WARNING: Take extra care when handling supplemental restraint system (SRS)
components.
CAUTION: Never install aftermarket accessories to the vehicle on or adjacent to the

supplemental restraint system's control module (SRS).
Fig. 117: Identifying Seat In Forward Position

On both sides.
Remove floor console, see FLOOR CONSOLE (2006-2007) or FLOOR CONSOLE(2008-2012)

Fig. 118: Identifying SRS Module Screws And Connector

Torque: M6
10 Nm
INSTALLATION
Order and download software according to 30724774
Perform supplemental restraint system (SRS), post check, see SUPPLEMENTARY RESTRAINT SYSTEM
(SRS), INSPECTION
AIR BAG, FRONT SEAT
see AIR BAG, FRONT SEAT
AIR BAG, FRONT SEAT
PREPARATORY WORK

Ignition off.
WARNING: For information about the handling and storage of pyrotechnical SRS
units, See HANDLING NON-DEPLOYED PYROTECHNICAL PART .
NOTE: Replace the decals for the safety equipment. See POSITIONING SAFETY
LABELS (2006-2007) or POSITIONING SAFETY LABELS (2008-2012)
WARNING: Under no circumstances use an ohmmeter or other live measuring

instrument to take readings on a disconnected, non-deployed
pyrotechnical SRS unit. There is a risk of the seat belt tensioner
deploying.
WARNING: A pyrotechnical SRS unit must never be unscrewed, repaired or moved to

another vehicle.
REMOVAL
REMOVING AIRBAG MODULE SEAT (SIPS)

Remove:
 the upholstery on the backrest cushion. See FRONT SEAT BACKREST

 the connector for the SRS ignition cable, x 1.

Remove:
 the screw (1) for the ground lead.

 the 2 x screws (2), for the air bag.
Remove the airbag.
INSTALLATION
INSTALLING AIRBAG MODULE SEAT (SIPS)
Install:
 the airbag
 the 2 M6 screws. Tighten. See TIGHTENING TORQUE
 the 1 x screw for the ground lead. Tighten
 the connector for the SRS ignition cable, x 1
 the upholstery on the backrest cushion. See FRONT SEAT BACKREST .
AIRBAG, PASSENGER SIDE
PREPARATORY WORK
REMOVING BATTERY CABLE AND REPLACING DECALS
Fig. 122: Identifying Ignition Off and Removing Battery Cable

Ignition off.
LABELS (2006-2007) or POSITIONING SAFETY LABELS (2008-2012).
WARNING: Never use an ohmmeter or other live measuring instrument to measure on

a disconnected, non-deployed pyrotechnical SRS unit. There is a risk of
the seatbelt tensioner deploying.
WARNING: A pyrotechnical SRS unit must never be dismantled, repaired or moved to

another vehicle.
REMOVING COMPONENTS
Remove:
 the center loudspeaker. See LOUDSPEAKER, DASHBOARD
 the surround from the combined instrument panel. See COMBINED INSTRUMENT PANEL
 the end cover on both sides
 the soundproofing panel on the driver's side. See INSTRUMENT PANEL LOWER.
REMOVAL
REMOVING THE PASSENGER SIDE AIRBAG (SRS)
Fig. 123: Locating Passenger Air Bag Screws and Connector

Remove the screws (1) for the lower mounting of the passenger side airbag (SRS).
Disconnect the airbag connector (2).

Fig. 124: Identifying Cover Screws

Remove:
 the screws for the cover under the dashboard, beside the airbag.
Fig. 125: Identifying Cover Screws

Fig. 126: Two Screws For Center Console

 the screws for the center console.

Fig. 127: Removing Screw Below Center Speaker

 the screw under the center loudspeaker

 the connector for the hazard warning signal flasher.
Fig. 128: Locating Outer Screws

 the outer screw on both sides.

Fig. 129: Lift Up Cover (1) Slightly

Lift up the cover (1) slightly.
Remove:
 the connector (2) for the light switch

 the connector (3) for the ignition switch.
Lift off the cover.
Remove the 8 screws from the passenger side airbag (SRS).
Replace the airbag.
INSTALLATION
INSTALLING THE PASSENGER SIDE AIRBAG (SRS)
Install:
 the airbag
 8 M6 nuts. Tighten.
Place the cover against the dashboard.
Install:
 the connector for the ignition switch

 the connector for the light switch
 the cover against the dashboard
 the outer screws on both sides. Tighten
 the screw under the center loudspeaker. Tighten
 the connector for the hazard warning signal flasher.
 the 2 screws at the center console. Tighten
 the 2 M6 screws for the cover under the dashboard, beside the airbag. Tighten
 the 2 M6 screws for the lower mounting for the airbag. Tighten
 the airbag connector
 the center loudspeaker. See LOUDSPEAKER, DASHBOARD
 the surround from the combined instrument panel. See COMBINED INSTRUMENT PANEL
 the end cover on both sides.
Ignition on.
Install the battery negative lead. See BATTERY DISCONNECTING AND CONNECTING
FINISHING
INSPECTING THE SRS (SUPPLEMENTAL RESTRAINT SYSTEM)
Carry out an inspection. See SUPPLEMENTARY RESTRAINT SYSTEM (SRS), INSPECTION
INFORMATION
CAUTION: In the event of suspected silicon leakage, See SEAT OCCUPANT SENSOR
CHECK
CAUTION: The entire system must be replaced when replacing the occupant weight
sensor (OWS). This is because the occupant weight sensor (OWS)
components are calibrated to each other by the manufacturer. The
occupant weight sensor (OWS), foam (seat cushion) and a pressure
sensor/cushion filled with silicon are included in the system.
REPLACING THE OCCUPANT WEIGHT SENSOR (OWS)

Ignition off.
Disconnect the battery negative lead. See BATTERY DISCONNECTING AND CONNECTING .
Fig. 131: Identifying Front Passenger Seat Cushion

Remove the seat cushion upholstery: See FRONT SEAT CUSHION .
Place the seat on its back. Fold up the upholstery. Remove the seat cushion.
Fig. 132: Identifying Pressure Sensor Connector and Clip/Holder

Remove:
 the pressure sensor/silicon cushion (1) from the bracket

 the clip/holder (2) for the cable harness.
Fig. 133: Pulling Clips Straight Up

 the 2 clips.
CAUTION: Remove the clips by pulling the clip straight up. Otherwise there is a risk
of silicon leakage.
Remove the pressure sensor/silicon cushion.
CAUTION: Handle the pressure sensor/silicon cushion with care.
Fig. 134: Identifying Connectors From The Multi-Connector

Remove:
 the 2 screws under the seat

 the connector at the end mounting
 the connectors from the multi-connector.
INSTALLING THE OCCUPANT WEIGHT SENSOR (OWS)
Fig. 135: Identifying Wiring Routed Through Holes

Install the heating element. See FRONT SEAT HEATER MAT
NOTE: Ensure that the wiring is routed through the holes exactly as shown in the
illustration.
CAUTION: Do not pinch the hose from the silicon pad to the pressure sensor during
installation.
Fig. 136: Hose And Silicone Pad

CAUTION: Do not pinch the hose from the silicon pad to the pressure sensor during
installation.
Fig. 137: Identifying Pressure Sensor/Silicon Cushion, Clips And Connectors

Install:

 the connector at the end mounting
 the connectors on the multi-connector
 the pressure sensor/silicon cushion on the bracket under the seat. Secure the silicon hose in the clip/holder
 the pressure sensor/silicon cushion using 2 clips
 the seat cushion. Fold down and secure the upholstery. See FRONT SEAT CUSHION
 the battery negative lead. See BATTERY DISCONNECTING AND CONNECTING .
CALIBRATING THE OCCUPANT WEIGHT SENSOR (OWS)
WARNING: Calibrate the occupant weight sensor (OWS) using VIDA (Volvo scan
tool).
SEAT OCCUPANT SENSOR CHECK
CHECK
Remove front seat, see FRONT SEAT

Fig. 138: Checking Component For Leaks

Check the component for leaks.
CAUTION: Make sure that silicone waste is handled according to local regulations.
CAUTION: This step is only necessary in case the component leaks.
Perform weight sensor occupant, cleaning, see SEAT OCCUPANT SENSOR CLEANING
FRONT SEAT HEATER MAT
REMOVAL
 the backrest cushion's upholstery. See FRONT SEAT BACKREST (2006-2011) or FRONT SEAT
BACKREST (2012)
 the seat cushion's upholstery. See FRONT SEAT CUSHION .
Fig. 139: Identifying Heater Pads

Fig. 140: Removing Adhesive with Heat Gun

CAUTION: Damaged upholstery padding must be replaced to safeguard the function.

INSTALLATION
Fig. 141: Installing Heat Pad

COLLISION PROTECTION UNIT FROM BEHIND FRONT SEAT
Special tools:
see 9512943
REMOVAL
REMOVING COMPONENTS
Fig. 142: Identifying Front Seat Side Panel

Remove:

 the side panel as described in, see SIDE PANEL FRONT SEAT .
Detach the belt buckle as described in, see FRONT SAFETY BELT BUCKLE.
Detach the backrest upholstery at the bottom edge. See FRONT SEAT BACKREST .
Remove the screw of the panel.
Fig. 143: Identifying Special Tool P/N 9512943

Use a hook to lift the spring from the stop.

HINT: Use: see 9512943 .
Fig. 144: Identifying M10 Screws

Lay down the backrest cushion on the seat cushion.
REMOVING THE WHIPLASH UNIT
Fig. 145: Removing Whiplash Unit

Pull up the whiplash unit.

Fig. 146: Identifying Lock Nut

Remove:
 the star washer

 the spring
 the lock nut (for tightening torque, see TIGHTENING TORQUE )
 the shaft.
Fig. 147: Open Whiplash Unit

Open the whiplash unit.
Fig. 148: Unhook Whiplash Element

Unhook the whiplash element.
Fig. 149: Removing Whiplash Element

NOTE: Note the position of the whiplash element and bushing. It is imperative that they
are installed correctly.
REPLACING COMPONENTS
Replace:
 the whiplash element

 the O-ring
 the rubber bushing
 the lock nut
 the shaft
 the star washer
 the spring
INSTALLATION
COLLISION SENSOR
Disconnect the battery ground cable. See BATTERY DISCONNECTING AND CONNECTING .
Fig. 150: Locating Impact Sensors

Torque: Impact sensor to body
6 Nm
COLLISION SENSOR, B-PILLAR
PREPARATORY WORK
Fig. 151: Turning Ignition To OFF Position And Disconnecting Negative Battery Cable
REMOVAL
REMOVING THE B-POST IMPACT SENSOR

Fig. 152: Removing B-Post Impact Sensor (Collision Sensor)

Remove the side panel in the rear seat as described in, see SIDE PANEL REAR SEAT .
Move aside the insulation and the seat belt.
NOTE: Do not pull the cable harness.
Remove:
 the connector
 the 2 M6 nuts
 the impact sensor.
INSTALLATION
INSTALLING THE B-POST IMPACT SENSOR
Install:
 the impact sensor

 the 2 M6 nuts
 the battery negative cable. See BATTERY DISCONNECTING AND CONNECTING .
COLLISION SENSOR, SIDE
see COLLISION SENSOR, SIDE

COLLISION SENSOR, SIDE (2006-2008)
REMOVAL
REMOVING THE SIDE DOOR PRESSURE SENSOR
Make sure that the window is completely closed.
Fig. 153: Removing Side Door Pressure Sensor

Remove:
 The panel in the side door as described in, see PANEL FRONT DOOR
 the 2 x M5 screws.
Fold the anti-drip protection to one side.
Angle out the pressure sensor through the opening in the door.
Remove:
 connector.
INSTALLATION
INSTALLING THE SIDE DOOR PRESSURE SENSOR

COLLISION SENSOR, SIDE (2009-2012)
REMOVAL

 panel side door. See PANEL FRONT DOOR
Fig. 154: Identifying Side Collision Sensor Connector

DRIVER'S AIRBAG
PREPARATORY WORK
REMOVING BATTERY CABLE AND REPLACING DECALS
Ignition off.
LABELS (2006-2007) or POSITIONING SAFETY LABELS (2008-2012)

deploying.

another vehicle.
REMOVING DRIVER'S AIRBAG (SRS)
Fig. 155: Access to Rear Holes

Move the ignition key to position II.
Turn the steering wheel a quarter turn to access the 2 holes on the rear of the steering wheel.
Fig. 156: Identifying Using Screwdriver To Release Catch

Insert a screwdriver in the holes on the reverse of the steering wheel. The screwdriver must be at a right-angle
to the rear surface of the steering wheel.
Place the screwdriver point against the top of the spring clip as shown in the illustration.
Pry the screwdriver up against the upper edge of the hole (2) so that the point of the screwdriver presses down
the catch (1) until the catch releases.
Turn the steering wheel half a turn in the opposite direction. Repeat the process on the other side.
Turn the steering wheel to the neutral position.
Fold out the airbag.

Fig. 157: Identifying Connectors For Ignition Cables

Disconnect the 2 connectors (2) for the ignition cables.
Remove the airbag.
INSTALLING DRIVER'S AIRBAG (SRS)
Install the 2 connectors.
Press the airbag into place.
NOTE: Ensure that the wiring is not trapped during installation.
Ignition on.
INSPECTING THE SRS (SUPPLEMENTAL RESTRAINT SYSTEM)
Carry out a final inspection. See SUPPLEMENTARY RESTRAINT SYSTEM (SRS), INSPECTION
see FRONT PASSENGER WEIGHT SENSOR
FRONT SAFETY BELT BUCKLE
PREPARATORY WORK

Ignition off.
REMOVAL
REMOVING THE SEAT BELT BUCKLE

Fig. 159: Removing The Seat Belt Buckle

Remove:

 tie straps
 the bolt, x1
 the catch.
INSTALLATION
INSTALLING THE FRONT SEAT BELT BUCKLE
Install:
 the catch
 the 1 x M10 screw.
 the connector
 tie straps
FRONT SAFETY BELT RETRACTOR
PREPARATORY WORK
ADJUSTING THE SEAT AND DISCONNECTING THE BATTERY CABLE

Slide/operate the seat as far as it will go.
Ignition off
WARNING: For information about the handling and storage of pyrotechnic SRS
components, see HANDLING NON-DEPLOYED PYROTECHNICAL PART .

instrument to take readings on a disconnected, non-deployed pyrotechnic
SRS component. There is a risk of deployment.
WARNING: A pyrotechnic SRS component must never be disassembled, repaired or

moved to another vehicle.
REMOVAL
REMOVING THE FRONT SEAT BELT

Fig. 161: Identifying Seat Belt

Remove the side panel as described in, see SIDE PANEL REAR SEAT .
Pull out the belt.

Pull out the belt.

Fig. 163: Identifying Screw And Igniter Cable Connector

Move aside the insulating mat.
Remove:
 the screw
 the igniter cable connector.
Pull out the belt.
INSTALLATION
INSTALLING THE FRONT SEAT BELT.
Lift the inertia reel into place.
Install:
 the M8 screw of the inertia reel and tighten

 the igniter cable connector.
Reposition the insulating mat.
Thread the belt.
Install and tighten the 3 M8 screws.
Thread the belt in the belt rail.

Install:
 the 1 M8 screw; tighten.

 the side panel. See SIDE PANEL REAR SEAT .
FINISHING

Slide/operate the seat rearward.
Fit the battery's negative cable in accordance with: BATTERY DISCONNECTING AND CONNECTING .
Ignition on.
Check the function of the belt as described in, see SEAT BELT FUNCTION, CHECK .
Carry out an inspection as described in, see SUPPLEMENTARY RESTRAINT SYSTEM (SRS),
INSPECTION .
INFLATABLE CURTAIN
REMOVAL
REMOVING THE INFLATABLE CURTAIN

Fig. 165: Identifying Igniter Cable, Screw And Panel

Remove:
 the door panel. See PANEL FRONT DOOR

 13 cover panel screws
Bend up the panel and pull it straight out from the door panel.
Remove:
 the igniter cable

 the screw of the gas generator.
INSTALLATION
INSTALLING THE INFLATABLE CURTAIN
Install:
 the screw of the gas generator and tighten

 the 13 cover panel screws; tighten
LOAD LIMITER, SEAT BELT
PREPARATORY WORK
REMOVING THE BATTERY LEAD AND IMPORTANT INFORMATION

Ignition off.
components, See HANDLING NON-DEPLOYED PYROTECHNICAL PART .

pyrotechnical SRS component. There is a risk of the seat belt tensioner
deploying.
WARNING: A pyrotechnical SRS component must never be unscrewed, repaired or

transferred to another vehicle.
REMOVAL
REMOVING THE ADAPTIVE SEATBELT FORCE LIMITER
Fig. 167: Identifying Adaptive Seatbelt Force Limiter

Remove:
 the B-post panel. See B-PILLAR TRIM PANEL

 the 2 SRS ignition cables (1)
 the connector (2).

 the 3 screws
 the seat belt reel with the adaptive seatbelt force limiter.
INSTALLATION
INSTALLING THE ADAPTIVE SEATBELT FORCE LIMITER
Correctly align the seat belt reel.
Install:
 the 2 x M10 screws. Tighten, See TIGHTENING TORQUE

 1 screw. Tighten
 the connector
 the 2 x SRS ignition cables
 the B-post panel. See. See B-PILLAR TRIM PANEL.
Connect the battery negative lead. See BATTERY DISCONNECTING AND CONNECTING .
B-PILLAR TRIM PANEL
REMOVAL

Fig. 170: Identifying Safety Belt Retractor Bolt

Torque: Safety belt retractor front to body
40 Nm

Fig. 172: Removing Trim Panel


Fig. 174: Locating Mounting Points


INSTALLATION
Install in reverse order.
SAFETY BELT BUCKLE, REAR
PREPARATORY WORK

REMOVAL
Fig. 177: Identifying Connector And Screw

Remove:
 rear seat cushion as described in, see SEAT CUSHION, REAR SEAT
 the connector
 1 screw.
INSTALLATION
Install:
 1 M12 screw of the belt buckle

 the connector
 the seat cushion. See SEAT CUSHION, REAR SEAT .
SAFETY CASSETTE (ROPS)
PREPARATORY WORK
Fig. 178: Folding Top Down


Disconnect the negative battery cable. See BATTERY DISCONNECTING AND CONNECTING
units, See HANDLING NON-DEPLOYED PYROTECHNICAL PART
NOTE: Replace the safety equipment decals as described in, see POSITIONING
SAFETY LABELS (2006-2007) or POSITIONING SAFETY LABELS (2008-2012)

deploying.

another vehicle.
Fig. 180: Extending Anti-Roll Bar

WARNING: The anti-roll bar is activated via pyrotechnics and is extended via a
spring. The activation area of the anti-roll bar is approx. 50 cm vertically,
which is also the safety distance to the bar.
REMOVAL
REMOVING THE ANTI-ROLL BAR ASSEMBLY

Remove the anti-roll bar panel as described in, see ROLLOVER PROTECTION UNIT TRIM COVER
NOTE: Let the panel hang in the belts.

Remove the 9 M8 screws of the plate bracket.
Fig. 182: Identifying Plate Bracket

Remove:
 the connector
HINT: Use butyl or the like as it is easy to drop the screws.
Detach the anti-roll bar assembly forward and then lift it straight up.
INSTALLATION
INSTALLING THE ANTI-ROLL BAR ASSEMBLY
FINISHING

NOTE: Check that the ROPS warning light is fully functional by turning on the ignition.
The ROPS warning light should then illuminate for approx. 5 seconds.
Check that the ROPS warning light in the instrument panel does not remain lit.
SEAT BELT RETRACTOR, REAR
PREPARATORY WORK
DISCONNECTING THE BATTERY CABLE


WARNING: For information about the handling and storage of pyrotechnic SRS units,
See HANDLING NON-DEPLOYED PYROTECHNICAL PART .

instrument to take readings on a disconnected, non-deployed pyrotechnic
SRS unit. There is a risk of the seat belt tensioner deploying.
WARNING: A pyrotechnic SRS unit must never be disassembled, repaired or moved

to another vehicle.
REMOVAL
REMOVING THE INERTIA REEL

Fig. 185: Identifying Igniter Cable And Screw

Remove:
 the anti-roll bar panel (ROPS) as described in, see ROLLOVER PROTECTION UNIT TRIM
COVER
 the screw of the gas generator.
Fig. 186: Identifying Inertia Reel Screw

Remove the M8 screw of the inertia reel.
INSTALLATION
INSTALLING THE INERTIA REEL

STOP BUTTON SEAT BELT
INSTALLATION
INSTALLING THE STOP BUTTON
Fig. 187: Checking Belt Does Not Fray When Spike On Stop Is Pressed Through Belt
This method covers all stops positioned on seat belts in the vehicle.
The stop button must be positioned in the center of the belt at a distance of XXX mm from the end mounting.
See STOP BUTTON SEAT BELT.
Check that the belt does not fray when the spike on the stop is pressed through the belt.
Thread the cover onto the stop.
Fig. 188: Checking That Belt Does Not Fray When Spike On Stop Is Pressed Through Belt
Press the sections together as much as possible.
HINT: Hold the cover in place so that there is no gap. Use round-nosed pliers.
WARNING: The seat belt material must not be overheated or it will melt. If this
happens, the entire seat belt must be replaced.
Fig. 189: Heating Using A Soldering Iron Or A Hot Air Gun Equipped With A Long Narrow Nozzle
Heat using a soldering iron or a hot air gun equipped with a long narrow nozzle. Heat until the spike melts and
the sections cannot be separated. Hold in place until the material has cooled down.
Check that the stop is secure and cannot be pulled off.
STOP BUTTON SEAT BELT
and/or models. Some variation may occur.
SPECIFICATIONS FOR THE STOP BUTTON FOR THE SEAT BELT

Fig. 190: Checking That Belt Does Not Fray When Spike On Stop Is Pressed Through Belt
Model Seat belt type Distance to the first stop (mm)

C70 (06-) Right front 550±10 mm
Left front 550±10 mm
Left rear 350±10 mm
Right rear 350±10 mm
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Diagnostic Trouble Codes and Associated Procedures
Other Electrical Equipment - Diagnostic Trouble Codes and Associated Procedures
KVM-0051: SWITCH QUICK LOCK RIGHT FRONT. ACTIVATED TOO LONG

(2006-2012)
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION KVM-0051
Condition
Fig. 1: Identifying Quick Lock Switch

When one of the handles on the side doors is pulled out, the two switches should close in order:
1. Unlocking switch, which indicates that the handle has been pulled out
2. The switch in the quick lock which enables the keyless vehicle module (KVM) to activate the motor in
the quick lock.
When the quick lock switch is activated, a timer starts. The counter stops and is reset when the handle is
released. The diagnostic trouble code (DTC) is stored if the keyless vehicle module (KVM) registers that the
right front quick lock switch has been activated for more than 5 minutes.
Substitute Value
 None.
Possible Source
 Switch quick lock right front faulty

 The right front door handle has been held out for longer than 5 minutes
Fault symptom[s]
 Delayed unlocking of the door.
ACTIVATED TOO LONG (2006, 2007)
CHECKING SWITCHES

 Ignition on.
Check the function of the quick lock switch, right front. Press the VCT2000 symbol (Volvo scan tool)
and then pull the front right door handle out to its limit position.
The value for the quick lock switch should be Activated when the handle is pulled outward.


Is the function OK?
 YES
 NO
The keyless vehicle module (KVM) has previously registered a fault but the fault no longer exists. The
diagnostic trouble code (DTC) is probably caused by an intermittent fault or the handle has been held out for an
unusually long time. If the fault persists, fault-tracing according to this diagnostic trouble code (DTC) must be
carried out despite no fault symptoms being found. The fault is evaluated depending on how it occurs.
CHECKING THE WIRING


 Ignition off.
Check the cable between the keyless vehicle module (KVM) and the right front quick lock switch. Check
for an open-circuit. Check for a short-circuit to ground.
Also check the ground lead between the quick lock and the door control module. Check for an open-
Other information

 For left-hand drive vehicles, see DRIVER DOOR MODULE (DDM)

 To access the front door control module,



 YES
 NO
If no other fault is discovered, the lock mechanism should be replaced.
Other information

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check the function of the switch in the right front quick lock by clicking on the VCT2000 symbol in
VIDA (Volvo scan tool). Then pull the door handle outwards to its limit position.
The value for the switch should be Activated when the handle is pulled outward.

Is the function OK?
 YES
 NO
INFORMATION
ACTIVATED TOO LONG (2008-2012)
CHECKING SWITCHES

 Ignition on.
Check the function of the quick lock switch, right front. Press the VCT2000 symbol (Volvo scan tool)
and then pull the front right door handle out to its limit position.
The value for the quick lock switch should be Activated when the handle is pulled outward.


Is the function OK?
 YES
 NO
diagnostic trouble code (DTC) is probably caused by an intermittent fault or the handle has been held out for an
CHECKING THE WIRING


 Ignition off.
Check the cable between the keyless vehicle module (KVM) and the right front quick lock switch. Check
for an open-circuit. Check for a short-circuit to ground.
Also check the ground lead between the quick lock and the door control module. Check for an open-
Other information


 To access the front door control module,



 YES
 NO
If no other fault is discovered, the lock mechanism should be replaced.

Other information
 see DOOR LATCH, FRONT DOOR (2011)
 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check the function of the switch in the right front quick lock by clicking on the VCT2000 symbol in
VIDA (Volvo scan tool). Then pull the door handle outwards to its limit position.
The value for the switch should be Activated when the handle is pulled outward.

Is the function OK?
 YES
 NO
INFORMATION
KVM-0060: SWITCH UNLOCKING TAILGATE. ACTIVATED TOO LONG (2006-

2012)
Condition

When the opening button on the tailgate/trunk lid is affected, the switch closes. This switch indicates to the
keyless vehicle module (KVM) that the customer wishes to open the trunk lid. The control module then initiates
a search for an authorized key.
If an authorized key is found, the keyless vehicle module (KVM) transmits a signal to the central electronic
module (CEM) that opening the trunk lid is permitted. The central electronic module (CEM) activates the lock
motor in the trunk lid and the trunk lid opens.
When the switch in the trunk lid is activated, a timer starts. The counter stops and is reset when the opening
button is released. The diagnostic trouble code (DTC) is stored if the keyless vehicle module (KVM) registers
that the switch has been activated for more than 5 minutes.
Substitute Value
 None.
Possible Source
 Switch in trunk lid faulty

 The opening button for the trunk lid has been activated for more than 5 minutes
Fault symptom[s]
 No locking/unlocking of the tailgate.
ACTIVATED TOO LONG (2006, 2007)
CHECKING SWITCHES

 Ignition on.
Check that the switch for opening the tailgate has not got stuck in the pressed in position. If this is the
case, replace the switch.
Check the function of the tailgate handle switch. Click the VCT2000 symbol (Volvo scan tool) and then
press in the switch on the tailgate.
The value for the switch should be Activated when the switch is pressed in.
Other information
 see EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID


Is the function OK?
 YES
 NO
diagnostic trouble code (DTC) is probably caused by an intermittent fault or the handle has been held in for an
CHECKING THE WIRING


 Ignition off.
Check the cable between the keyless vehicle module (KVM) and the switch for opening the tailgate.
Check for an open-circuit. Check for a short-circuit to ground.
Check the ground lead for the switch for opening the tailgate. Check for an open-circuit. Check for a
Other information

 YES
 NO
activated position by taking a reading between terminals #A1 and #A3. Use an ohmmeter. If the switch is
defective, replace the switch.
Other information
 see EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID (2006)
 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check the function of the switch in the handle on the tailgate by clicking on the VCT2000 symbol (Volvo
scan tool). Then press the switch on the tailgate in.

Is the function OK?
 YES
 NO
INFORMATION
ACTIVATED TOO LONG (2008-2012)

CHECKING SWITCHES

 Ignition on.
Check that the switch for opening the tailgate has not got stuck in the pressed in position. If this is the
case, replace the switch.
Check the function of the tailgate handle switch. Click the VCT2000 symbol (Volvo scan tool) and then
press in the switch on the tailgate.
Other information
 see EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID (2011)



Is the function OK?
 YES
 NO
diagnostic trouble code (DTC) is probably caused by an intermittent fault or the handle has been held in for an
CHECKING THE WIRING


 Ignition off.
Check the cable between the keyless vehicle module (KVM) and the switch for opening the tailgate.
Check for an open-circuit. Check for a short-circuit to ground.
Check the ground lead for the switch for opening the tailgate. Check for an open-circuit. Check for a
Other information

 YES
 NO
activated position by taking a reading between terminals #A1 and #A3. Use an ohmmeter. If the switch is
defective, replace the switch.
Other information
 see EXTERNAL HANDLE, LUGGAGE COMPARTMENT LID
 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check the function of the switch in the handle on the tailgate by clicking on the VCT2000 symbol (Volvo
scan tool). Then press the switch on the tailgate in.

Is the function OK?
 YES
 NO
INFORMATION
KVM-0080: CONTROL MODULE. INTERNAL MEMORY FAULT (2006-2012)

Condition
Fig. 33: Locating Keyless Vehicle Module (KVM)

The keyless vehicle module (KVM) regularly checks the internal memory circuits. The diagnostic trouble code
(DTC) is stored if the control module discovers that one or more of the memory circuits is faulty.
The diagnostic trouble code (DTC) can always be diagnosed when the car is supplied with power.
Substitute Value
 None.
Possible Source
 Fault in one of the internal memory circuits.
Fault symptom[s]
 Customer settings for keyless car disappear.
INTERNAL FAULT
The keyless vehicle module (KVM) has registered an internal fault.
If the fault is intermittent, it has been registered previously but is no longer present. Intermittent faults may be
due to interference at start up of the keyless vehicle module (KVM) or may be a different type of fault which
occurs on different occasions. The fault is evaluated depending on how it occurs. Replace the keyless vehicle
module (KVM) if the fault recurs.
In the event of a permanent fault, replace the keyless vehicle module (KVM).
Other information
 see KEYLESS VEHICLE MODULE (KVM)


 Continue
INFORMATION
In case of this defect, troubleshooting is not followed by verification.
The information can be displayed again or the fault-tracing for this fault can be interrupted.
KVM-0081: CONTROL MODULE. INTERNAL MEMORY FAULT (2006-2012)

Condition

The keyless vehicle module (KVM) regularly checks the internal memory circuits. The diagnostic trouble code
(DTC) is stored if the control module discovers that one or more of the memory circuits is faulty.
Substitute Value
 None.
Possible Source
 Fault in one of the internal memory circuits.
Fault symptom[s]
 Customer settings for keyless car disappear.
INTERNAL FAULT
see INTERNAL FAULT
KVM-0100: INTERIOR ANTENNAS. SIGNAL TOO LOW (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION
Condition
Fig. 36: Locating Inner Antennas

The keyless vehicle module (KVM) checks the connection with the connected antenna when the vehicle speed
exceeds 20 km/h (12 mph). The check occurs every 5th operating cycle. The diagnostic trouble code (DTC) is
stored if the control module registers that the signal from any of the antennas is too low.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in the signal cable or part of one of the inner antennas
 One of the antennas is defective.
Fault symptom[s]
 No, or reduced, keyless functionality.
SIGNAL TOO LOW
FUNCTION TEST

 Ignition on.
HINT: The inner antennas are connected to the same driver circuit in the keyless vehicle module
(KVM).
Check the inner antenna circuit by clicking on the VCT2000 symbol in VIDA (Volvo scan tool).


 YES
 NO
diagnostic trouble code (DTC) was probably caused by an intermittent fault. If the fault persists, fault-tracing
according to this diagnostic trouble code (DTC) must be carried out despite no fault symptoms being found. The
fault is evaluated depending on how it occurs.
You can choose to view the information again or exit the fault-tracing.
CHECKING THE WIRING

 Ignition off.
Check the wiring for each antenna. Check for damage. Check for a short-circuit to ground. Measure the
resistance between an antenna terminal and the ground terminal for the keyless vehicle module (KVM).
Twist and turn the connectors and cable harness to establish the source of the intermittent faults.
The resistance must be infinite.
If no faults are found in the wiring to an antenna which displayed a fault, replace the antenna.
Other information

 see ANTENNAS KEYLESS VEHICLE MODULE (KVM)


 Continue
VERIFICATION
VERIFICATION


 Ignition off
Check the function of the inner antenna circuit by clicking on the VCT2000 symbol in VIDA (Volvo scan
tool). The keyless vehicle module (KVM) checks the antennas and wiring.
The result should be OK.


Is the check OK?
 YES
 NO
INFORMATION
KVM-0103: EXTERIOR LEFT ANTENNAS. SIGNAL TOO LOW (2008-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION
Condition

Keyless vehicle module (KVM) checks the connection with the connected antenna when the vehicle speed
stored if the control module registers that the signal from any of the outer left antennas is too low.
NOTE: 2007 model year vehicles only have an antenna in the rear handle.
Substitute Value
 None.
Possible Source
 A part of the driver circuit for the outer antennas on the left-hand side has a short-circuit to ground
 One of the left-hand outer antennas is faulty.
Fault symptom[s]
SIGNAL TOO LOW
FUNCTION TEST

 Ignition on.
Check the left-hand antenna circuit by clicking on the VCT2000 symbol in VIDA (Volvo scan tool).

Fig. 48: Identifying Door Handle

 YES
 NO
CHECKING THE WIRING


 Ignition off
Check the connections, antenna and cables for the rear antenna. Check for a short-circuit to ground or
open-circuit.
To check an antenna, measure the resistance between both the antenna terminals. A normal value is
between 10-50ohms depending on the length of the wiring to the antenna if the reading occurs at keyless
vehicle module (KVM). The value must not be 0 ohms or infinite.
Other information


 YES
 NO
The fault is probably an internal fault in the keyless vehicle module (KVM) as no other faults were detected.
The module should be replaced in this case.
Other information

Fig. 52: Identifying KVM Control Module

 Continue
VERIFICATION
VERIFICATION

 Ignition off
Check the function of the outer left-hand antenna circuit by clicking on the VCT2000 symbol in VIDA
(Volvo scan tool). The keyless vehicle module (KVM) checks the antennas and wiring.


Is the check OK?
 YES
 NO
INFORMATION
KVM-0104: EXTERIOR RIGHT ANTENNAS. SIGNAL TOO LOW (2008-2012)

Condition

stored if the control module registers that the signal from the right-hand outer antenna is too low.
NOTE: 2007 model year vehicles only have an antenna in the rear handle.
Substitute Value
 None.
Possible Source
 A part of the circuit for the outer antennas on the right-hand side has a short-circuit to ground
 One of the right-hand outer antennas is faulty.
Fault symptom[s]
SIGNAL TOO LOW
FUNCTION TEST

 Ignition on.
Check the right-hand antenna circuit by clicking on the VCT2000 symbol in VIDA (Volvo scan tool).


 YES
 NO
CHECKING THE WIRING


 Ignition off
Check the connections, antenna and cables for the rear antenna. Check for a short-circuit to ground or
open-circuit.
vehicle module (KVM). The value must not be 0 ohms or infinite.
Other information

 YES
 NO
Other information

 Continue
VERIFICATION
VERIFICATION

 Ignition off
Check the function of the outer right-hand antenna circuit by clicking on the VCT2000 symbol in VIDA
(Volvo scan tool). The keyless vehicle module (KVM) checks the antennas and wiring.


Is the check OK?
 YES
 NO
INFORMATION
KVM-0105: EXTERIOR TRUNK ANTENNA. SIGNAL TOO LOW (2008-2012)

Condition
Fig. 64: Locating Rear Outer Antenna

stored if the control module registers that the signal from the outer rear antenna circuit is too low.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in the signal cable to the outer rear antenna

 Outer rear antenna faulty.
Fault symptom[s]
SIGNAL TOO LOW
FUNCTION TEST

 Ignition on.
Check the rear outer antenna by clicking on the VCT2000 symbol in VIDA (Volvo scan tool).


 YES
 NO
CHECKING THE WIRING


 Ignition off
Check readings on the terminal, antenna and wiring to the rear outer antenna. Check for a short-circuit to
ground.
vehicle module (KVM). The value must not be 0ohms or infinite.
Other information

 see ANTENNAS KEYLESS VEHICLE MODULE (KVM)

 YES
 NO
Other information

 Continue
VERIFICATION
VERIFICATION


 Ignition off
Check the function of the rear outer antenna circuit by clicking on the VCT2000 symbol in VIDA (Volvo
scan tool). Keyless vehicle module (KVM) checks antennas and wiring.


Is the check OK?
 YES
 NO
INFORMATION
KVM-0110: REMOTE CONTROL INVALID KEY CODE (2008-2012)

Condition
When the vehicle is to be started without a key, a so called "passive start", the Keyless vehicle module (KVM)
performs a check via the Remote Keyless Entry (RKE). The Keyless vehicle module (KVM) checks that one of
the key codes that is programmed in the control module corresponds with the key code that the Remote Keyless
Entry (RKE) received from the remote key.
If the Keyless vehicle module (KVM) detects an incorrect key code, the Keyless vehicle module (KVM) will
interpret this as a fault and store a DTC.
Substitute Value
 None.
Possible Source
 Internal fault in the remote control.
Fault symptom[s]
 No "Keyless vehicle" start.
FAULT-TRACING
CHECKING THE SYSTEM, "KEYLESS VEHICLE"
HINT: If diagnostic trouble codes (DTCs) have been stored in the Keyless vehicle module (KVM), which
indicate a fault in the Remote Keyless Entry (RKE), fault-trace according to these before carrying out the
fault-tracing below.
If this diagnostic trouble code (DTC) has been stored in the Keyless vehicle module (KVM), this means that the
Keyless vehicle module (KVM) does not recognize the key code in the remote control that has been used to
start the vehicle "keylessly"
Perform a so called "Keyless vehicle start".
Check using all the vehicle's remote keys.
NOTE: There must only be one remote control in the vehicle when performing checks.
Is the function OK?
 YES
 NO
Refer to CHECKING THE COMPONENT

 Ignition off.
If one of the remote controls does not work, this may be due to:
 Low battery voltage in the remote sensor's internal battery.

 Internal fault in the remote control.
Try a new battery n the remote control, if this does not help, try a new remote control.
Other information
 see PROGRAMMING KEY
Is the function OK?
 YES
 NO
INFORMATION
KVM-0115: RFR PART & SERIAL NUMBER CONVERSION ERROR (2008-

2012)
Condition
When using the diagnostic tool to read out the remote receiver's part and serial number, the Keyless vehicle
module (KVM) checks the reply from the Remote Receiver Module (RRX). If there is no reply from the
Remote Keyless Entry (RKE) or it is incorrect, the Keyless vehicle module (KVM) interprets this as a fault and
stores a DTC.
NOTE: DTCs can only be stored when the diagnostic tool is connected and readouts
are taken.
Substitute Value
 None.
Possible Source
 Internal fault in Remote Keyless Entry (RKE).
Fault symptom[s]
 None.
FAULT-TRACING
CHECKING SWITCHES
Fig. 76: Identifying Ignition In Off Position

 Ignition off.
Check the Remote Keyless Entry (RKE) function by locking and unlocking the vehicle with one of the
vehicle's remote keys.
The vehicle should be locked and unlocked.
 Continue
CHECKING THE WIRING

This DTC does not always affect the function in Remote Keyless Entry (RKE). It is only read off of the part and
serial number that does not work correctly.
 Ignition on.
Check if the part and serial numbers can be read off.
Click the symbol for VCT2000 to begin reading off.
At read off, both the serial and part numbers should appear in the display.

Does the reading off work correctly?
 YES

 NO
If one of or both the numbers cannot be read off, this means that there is an internal fault in the remote control.
Try a new remote control.
Other information
 see RECEIVER LOCK SYSTEM KEYLESS ENTRY (RKE)
 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Check the function of remote keyless entry (RKE) by checking the communication with the receiver.
Click the VCT2000 symbol to begin.


Is the function OK?
 YES
 NO
INFORMATION
KVM-E001: CONTROL MODULE COMMUNICATION. FAULTY

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION KVM-E001
Condition

(Control Area Network). The diagnostic trouble code (DTC) is stored if the control module registers serious
interference (CAN communication blocked).

Substitute Value
 The control module shuts itself off ("bus-off").
HINT: The control module will be switched off until the power supply is broken. When the power supply
is connected the control module will make a new attempt to communicate.
Possible Source

Fault symptom[s]

GENERAL INFORMATION
The diagnostic trouble code (DTC) is stored in the event of communication faults on the low speed side of the
control area network (CAN). There can be a number of causes for faults in the communication:
 Intermittent open-circuits in one or both CAN cables in part of the network

 Intermittent short-circuits between the CAN cables
 Intermittent short-circuits between one of the CAN cables and ground or supply voltage
 Fault in the communication circuit in one or more control modules
 Internal fault in a control module on the CAN network that results in the control module transmitting
faulty messages on the CAN network.
NOTE: In the event of a diagnostic trouble code (DTC) for a communication fault in a
control module, the central electronic module (CEM) must also be checked for
diagnostic trouble codes (DTCs). The central electronic module (CEM) monitors
the voltage level in the CAN cables. The central electronic module (CEM) is the
only control module that can directly store a diagnostic trouble code (DTC) for a
short-circuit in one of the cables for ground or supply voltage. Do not replace
the central electronic module (CEM) in the event of a CAN fault unless fault-
tracing has indicated that the central electronic module (CEM) has an internal
fault.
In order to check the control area network (CAN) cables, the resistance in the network must be measured.
Other information
 Continue
Refer to TAKING READING ON CABLES IN THE CAN NETWORK (LS-CAN)
TAKING READING ON CABLES IN THE CAN NETWORK (LS-CAN)

 Ignition off
NOTE: see BATTERY DISCONNECTING AND CONNECTING
 Remove the central electronic module (CEM)

 Connect the breakout box to the cable harness for the central electronic module (CEM). Do not connect
HINT: Where a breakout box cannot be used, take readings from the rear of the affected
connectors if possible. This prevents terminal pins and socket housings being damaged.
Disconnect the CAN network to make it easier to locate a fault. A suitable point to disconnect the
network is at the central electronic module (CEM). Fault-tracing therefore starts from the central
Take resistance readings across the following terminals. Various readings must be taken due to the
structure of the network. Twist the cable harness and work the connectors during each measurement to
identify any intermittent short-circuits.
NOTE: The following resistance readings only measure the main arteries in the
low speed network, not the junctions that exist for some control modules.
If an open-circuit is suspected in a cable, or a short-circuit is suspected in
one of its junctions, the connector at the control module for this junction
must be disconnected and the reading taken from there.
Take the following readings
 Between terminals #F15 (#15) and #F30 (#30). Check the resistance. The resistance must be
approximately 120 ohms.
 Between terminal #F15 (#15) and a terminal for supply voltage, and between terminal #F15 (#15)
and a terminal for ground. Check the resistance. The resistance must be infinite or very high in both
cases (higher than 1 Mohms)
cases (higher than 1 Mohms).
 Between terminals #B8 (#8) and #B9 (#9). Check the resistance. The resistance must be
 Between terminal #B8 (#8) and a terminal for supply voltage, and between terminal #B8 (#8) and a
terminal for ground. Check the resistance. The resistance must be infinite or very high in both cases
(higher than 1 Mohms)
(higher than 1 Mohms).
 Between terminals #B24 (#24) and #B25 (#25). Check the resistance. The resistance will be
approximately 37 kohms. The resistance must not be 0 ohms!
NOTE: The reading will only be obtained if a phone module (PHM) is

installed. If a carphone is not installed, the resistance should be
infinite.
 Between terminal #B24 (#24) and a terminal for supply voltage, and between terminal #B24 (#24)
 Between terminals #G16 (#16) and #G32 (#32). Check the resistance. The resistance will be
NOTE: The reading will only be obtained if a combustion preheater module

(CPM) is installed. If the engine coolant heater is not installed, the
resistance must be infinite.
 Between terminal #G16 (#16) and a terminal for supply voltage, and between terminal #G16 (#16)
HINT: If a fault is found, try to disconnect the junction with the fault at a point further forward.
Disconnect any connector/control module immediately before the measurement point and take the
reading again. Try to locate the fault in this way.
Other information

 see SIGNAL DESCRIPTION CENTRAL ELECTRONIC MODULE (CEM)
 YES
 NO
Refer to CHECKING THE TRAFFIC LOAD ON THE CAN CABLES
CHECKING THE TRAFFIC LOAD ON THE CAN CABLES


 Connect the central electronic module (CEM) to the breakout box

 Connect the battery.
see BATTERY DISCONNECTING AND CONNECTING
 Ignition on.
NOTE: When the adapter cable harness and the central electronic module (CEM)
have been connected, there is access to both sides of the CAN network
(both LS-CAN and HS-CAN). There will also be traffic on both networks. Be
careful to check the terminals between which the readings are to be taken
so that the intended reading is not taken on the wrong network.
Faults in the CAN network may be due to a control module sending faulty messages that disrupt "normal"
communication. When messages are sent incorrectly, this results in a considerable increase in the amount
of traffic on the CAN network. Check the load by measuring the average voltage value on the CAN
cables in relation to ground.
Check as follows:
 Measure the voltage between terminal #B9 (#9) (LS-CAN-L) and ground. The voltage must be
approximately 2.3 V
 Measure the voltage between terminal #B8 (#8) (LS-CAN-H) and ground. The voltage must be
approximately 2.8 V.
Is the value OK?
 YES
 NO
Refer to IDENTIFYING A CONTROL MODULE IN THE CAN NETWORK
IDENTIFYING A CONTROL MODULE IN THE CAN NETWORK
If the load on the CAN network is too high, this may be due to a control module transmitting faulty messages on
the CAN network. This is called a disruptive control module. The fault may also be due to an intermittent short-
circuit to supply voltage or ground in one of the CAN cables. This results in the control modules on the CAN
network starting to send faulty messages. An intermittent short-circuit may occur without a diagnostic trouble
code (DTC) being stored by any of the control modules.
NOTE: It is not necessarily the control module(s) that stored the diagnostic trouble
code (DTC) that is communicating faultily. Faulty messages can come from any
control module in the same section of the CAN network. However, faulty
communication in one network cannot affect the communication on the other
network. In other words, faulty communication on LS-CAN cannot disrupt
communication on HS-CAN and vice versa.
Check the communication/load on the CAN network by measuring the voltage between terminals #B8 (#8) and
#B9 (#9). The average voltage must be approximately 0.5 V (0.4-0.6 V). If there is a fault in the
communication, the voltage reading will be approximately 0.7 V or higher.
In order to identify which control module is communicating incorrectly, cut the power supply to one control
module at a time. Check the voltage in the CAN cables again. The easiest way to cut the power supply is to
remove the fuse(s) for the relevant control module. Continue until the voltage between the CAN cables drops to
HINT: When the suspected control module has been identified, connect and disconnect the supply voltage
to the control module a number of times to verify that the fault appears and disappears. Switch off the
ignition between each check.
NOTE: Do not cut the power to the central electronic module (CEM) unless it is the last
control module left to check.
A control module that is communicating incorrectly must be replaced. Remedy as necessary.
NOTE: Following a fault involving control modules that disrupt communication, other
control modules may operate in Limp-Home mode (i. e. they work but with
limited functionality) even after switching the ignition off and on a number of
times. To remedy this, disconnect and reconnect the battery negative terminal
to restore the control modules to normal function.
 Continue
VERIFICATION
HINT: Once a fault has been repaired, conduct a verification to check that the fault has been remedied.

 Ignition on
 Erase diagnostic trouble codes by clicking the VCT2000 symbol
 Start the car. Allow the car to run for 10 minutes.
Read off diagnostic trouble codes (DTCs).

Does the diagnostic trouble code (DTC) for faulty communication return?
 YES
 NO
INFORMATION
Verification shows that the fault is no longer present. The diagnostic trouble code (DTC) was probably caused
by an intermittent fault.
Fault-tracing for this diagnostic trouble code (DTC) is not followed by a verification.
You can view the information again or exit fault-tracing for this diagnostic trouble code (DTC).
INFORMATION
GENERAL INFORMATION
The diagnostic trouble code (DTC) is stored in the event of communication faults on the low speed side of the
control area network (CAN). There can be a number of causes for faults in the communication:
 Intermittent open-circuits in one or both CAN cables in part of the network

 Intermittent short-circuits between the CAN cables
 Intermittent short-circuits between one of the CAN cables and ground or supply voltage
 Fault in the communication circuit in one or more control modules
 Internal fault in a control module on the CAN network that results in the control module transmitting
faulty messages on the CAN network.
NOTE: In the event of a diagnostic trouble code (DTC) for a communication fault in a
control module, the central electronic module (CEM) must also be checked for
diagnostic trouble codes (DTCs). The central electronic module (CEM) monitors
the voltage level in the CAN cables. The central electronic module (CEM) is the
only control module that can directly store a diagnostic trouble code (DTC) for a
short-circuit in one of the cables for ground or supply voltage. Do not replace
the central electronic module (CEM) in the event of a CAN fault unless fault-
tracing has indicated that the central electronic module (CEM) has an internal
fault.
In order to check the control area network (CAN) cables, the resistance in the network must be measured.
Other information
 Continue
Refer to TAKING READING ON CABLES IN THE CAN NETWORK (LS-CAN)
TAKING READING ON CABLES IN THE CAN NETWORK (LS-CAN)

 Ignition off
NOTE: see BATTERY DISCONNECTING AND CONNECTING
 Remove the central electronic module (CEM)

 Connect the breakout box to the cable harness for the central electronic module (CEM). Do not connect
HINT: Where a breakout box cannot be used, take readings from the rear of the affected
connectors if possible. This prevents terminal pins and socket housings being damaged.
Disconnect the CAN network to make it easier to locate a fault. A suitable point to disconnect the
network is at the central electronic module (CEM). Fault-tracing therefore starts from the central
Take resistance readings across the following terminals. Various readings must be taken due to the
structure of the network. Twist the cable harness and work the connectors during each measurement to
identify any intermittent short-circuits.
NOTE: The following resistance readings only measure the main arteries in the
low speed network, not the junctions that exist for some control modules.
If an open-circuit is suspected in a cable, or a short-circuit is suspected in
one of its junctions, the connector at the control module for this junction
must be disconnected and the reading taken from there.
Take the following readings
 Between terminals #F15 (#15) and #F30 (#30). Check the resistance. The resistance must be
 Between terminals #B8 (#8) and #B9 (#9). Check the resistance. The resistance must be
(higher than 1 Mohms)
(higher than 1 Mohms).
 Between terminals #B24 (#24) and #B25 (#25). Check the resistance. The resistance will be
NOTE: The reading will only be obtained if a phone module (PHM) is

installed. If a carphone is not installed, the resistance should be
infinite.
 Between terminals #G16 (#16) and #G32 (#32). Check the resistance. The resistance will be
NOTE: The reading will only be obtained if a combustion preheater module

(CPM) is installed. If the engine coolant heater is not installed, the
resistance must be infinite.
HINT: If a fault is found, try to disconnect the junction with the fault at a point further forward.
Disconnect any connector/control module immediately before the measurement point and take the
reading again. Try to locate the fault in this way.
Other information

 see SIGNAL DESCRIPTION CENTRAL ELECTRONIC MODULE (CEM)
 YES
 NO
Refer to CHECKING THE TRAFFIC LOAD ON THE CAN CABLES
CHECKING THE TRAFFIC LOAD ON THE CAN CABLES


 Connect the central electronic module (CEM) to the breakout box

 Connect the battery.
see BATTERY DISCONNECTING AND CONNECTING
 Ignition on.
NOTE: When the adapter cable harness and the central electronic module (CEM)
have been connected, there is access to both sides of the CAN network
(both LS-CAN and HS-CAN). There will also be traffic on both networks. Be
careful to check the terminals between which the readings are to be taken
so that the intended reading is not taken on the wrong network.
Faults in the CAN network may be due to a control module sending faulty messages that disrupt "normal"
communication. When messages are sent incorrectly, this results in a considerable increase in the amount
of traffic on the CAN network. Check the load by measuring the average voltage value on the CAN
cables in relation to ground.
Check as follows:
 Measure the voltage between terminal #B9 (#9) (LS-CAN-L) and ground. The voltage must be
approximately 2.3 V
 Measure the voltage between terminal #B8 (#8) (LS-CAN-H) and ground. The voltage must be
Is the value OK?
 YES
 NO
Refer to IDENTIFYING A CONTROL MODULE IN THE CAN NETWORK
IDENTIFYING A CONTROL MODULE IN THE CAN NETWORK
If the load on the CAN network is too high, this may be due to a control module transmitting faulty messages on
the CAN network. This is called a disruptive control module. The fault may also be due to an intermittent short-
circuit to supply voltage or ground in one of the CAN cables. This results in the control modules on the CAN
network starting to send faulty messages. An intermittent short-circuit may occur without a diagnostic trouble
code (DTC) being stored by any of the control modules.
NOTE: It is not necessarily the control module(s) that stored the diagnostic trouble
code (DTC) that is communicating faultily. Faulty messages can come from any
control module in the same section of the CAN network. However, faulty
communication in one network cannot affect the communication on the other
network. In other words, faulty communication on LS-CAN cannot disrupt
communication on HS-CAN and vice versa.
Check the communication/load on the CAN network by measuring the voltage between terminals #B8 (#8) and
#B9 (#9). The average voltage must be approximately 0.5 V (0.4-0.6 V). If there is a fault in the
communication, the voltage reading will be approximately 0.7 V or higher.
In order to identify which control module is communicating incorrectly, cut the power supply to one control
module at a time. Check the voltage in the CAN cables again. The easiest way to cut the power supply is to
remove the fuse(s) for the relevant control module. Continue until the voltage between the CAN cables drops to
HINT: When the suspected control module has been identified, connect and disconnect the supply voltage
to the control module a number of times to verify that the fault appears and disappears. Switch off the
ignition between each check.
NOTE: Do not cut the power to the central electronic module (CEM) unless it is the last
control module left to check.
A control module that is communicating incorrectly must be replaced. Remedy as necessary.
NOTE: Following a fault involving control modules that disrupt communication, other
control modules may operate in Limp-Home mode (i. e. they work but with
limited functionality) even after switching the ignition off and on a number of
times. To remedy this, disconnect and reconnect the battery negative terminal
to restore the control modules to normal function.
 Continue
VERIFICATION
HINT: Once a fault has been repaired, conduct a verification to check that the fault has been remedied.

 Ignition on
 Erase diagnostic trouble codes by clicking the VCT2000 symbol
 Start the car. Allow the car to run for 10 minutes.
Read off diagnostic trouble codes (DTCs).

Does the diagnostic trouble code (DTC) for faulty communication return?
 YES
 NO

INFORMATION
Verification shows that the fault is no longer present. The diagnostic trouble code (DTC) was probably caused
by an intermittent fault.
Fault-tracing for this diagnostic trouble code (DTC) is not followed by a verification.
You can view the information again or exit fault-tracing for this diagnostic trouble code (DTC).
INFORMATION
KVM-E003: INCORRECT CONFIGURATION. FAULTY CONFIGURATION

(2006-2012)
Condition

The control module compares its configuration ID with the signal configuration transmitted on the control area
network (CAN) by the central electronic module (CEM). If the configuration IDs do not correspond the fault
code is stored. The diagnostic trouble code (DTC) is also stored if the communication between the control
module and the central electronic module (CEM) is interrupted.
is not possible to communicate with the control module. Therefore it will only
be possible to read off the diagnostic trouble code (DTC) if this type of fault is
intermittent. When the diagnostic trouble code (DTC) is stored, the control
module responds to the diagnostic commands. However normal control area
network (CAN) communication does not work ("Expulsion mode").
Substitute Value
 None.
Possible Source
 Incorrect control area network (CAN) configuration ID (the node is not intended for this car - for example
a used control module with different software/hardware)
Fault symptom[s]

GENERAL INFORMATION

Corrective actions
Other information
GENERAL INFORMATION

Corrective actions
Other information
KVM-E010: POWER SUPPLY. SIGNAL TOO LOW (2006-2012)

Condition

The keyless vehicle module (KVM) continuously checks the voltage level of its own supply voltage in relation
to the central electronic module (CEM) via the controller area network (CAN). The diagnostic trouble code
(DTC) is stored if the control module registers that the voltage level is approximately 2.5 V lower than the
voltage of the central electronic module (CEM).
Substitute Value
 None.
Possible Source
 Contact resistance in the terminals

 Damaged cable for power supply to keyless vehicle module (KVM)
 Incorrect CAN configuration ID. (The node is not intended for this car (for example a used control
module with different software/hardware))
Fault symptom[s]

SIGNAL TOO LOW (2006, 2007)
CHECKING THE COMPONENT AND WIRING
Check the terminals on the keyless vehicle module (KVM). Check for contact resistance and oxidation. Check
for damage.
Check the fuse for the keyless vehicle module (KVM).
Check the power supply cable between central electronic module (CEM) terminal #C41(#41) and keyless
vehicle module (KVM) terminal #C4 (#30). Check for an open-circuit. Check for a short-circuit to ground.
Check the ground lead between keyless vehicle module (KVM) terminal #C5 (#31) and the ground terminal.
Check for an open-circuit. Check for a short-circuit to supply voltage. Also check the ground terminal. Check
for contact resistance and oxidation.
Other information

Fig. 93: Identifying Breakout Box

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the power supply to the keyless vehicle module (KVM) by clicking on the VCT2000 symbol in
Check that the voltage is approximately battery voltage.


Is the voltage OK?
 YES
 NO
INFORMATION
SIGNAL TOO LOW (2008-2012)

CHECKING THE COMPONENT AND WIRING
Check the terminals on the keyless vehicle module (KVM). Check for contact resistance and oxidation. Check
for damage.
Check the fuse for the keyless vehicle module (KVM).
Check the power supply cable between central electronic module (CEM) terminal #C41(#41) and keyless
vehicle module (KVM) terminal #C4 (#30). Check for an open-circuit. Check for a short-circuit to ground.
Check the ground lead between keyless vehicle module (KVM) terminal #C5 (#31) and the ground terminal.
Check for an open-circuit. Check for a short-circuit to supply voltage. Also check the ground terminal. Check
for contact resistance and oxidation.
Other information

Fig. 97: Identifying Breakout Box

 Continue
VERIFICATION
VERIFICATION


 Ignition off
 Ignition on.
Read off the power supply to the keyless vehicle module (KVM) by clicking on the VCT2000 symbol in
Check that the voltage is approximately battery voltage.


Is the voltage OK?
 YES
 NO
INFORMATION

VERSION

 Ignition on.

PAM-0001: CONTROL MODULE. INTERNAL FAULT (2006-2012)

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PAM-0001
Condition
Fig. 103: Identifying Parking Assistance Module

Parking assistance module (PAM) checks internal functions in the control module.
The diagnostic trouble code (DTC) is stored if the control module registers an internal fault.
The diagnostic trouble code (DTC) can be diagnosed at ignition switch position II.
Substitute Value
 None.
Possible Source
 Fault in the parking assistance module (PAM).
Fault symptom[s]
 The information lamp is lit

 Message in the display.
 Parking assistance module inoperative.
INTERNAL FAULT

Fig. 105: Identifying Connector(s) Disconnected

 Ignition off.
Replace the parking assistance module (PAM).
Other information
 see PARKING ASSISTANCE MODULE
 Continue
INFORMATION
In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.
PAM-0002: PARKING SENSOR 1. SIGNAL TOO HIGH (2006-2012)

Condition
Fig. 106: Identifying Parking Sensor

Parking Assistance Module (PAM) checks the signal from parking sensor 1.
The diagnostic trouble code (DTC) is stored if the control module registers that the voltage in the signal cable is
too high.
Substitute Value
 None.
Possible Source
 Short-circuit to supply voltage in the signal cable or the connectors between the parking assistance
module (PAM) and parking sensor 1
 Short-circuit to supply voltage in parking sensor 1.
 Open circuit in the ground cable or in the connectors between the parking assistance module (PAM) and
parking sensor 1.
Fault symptom[s]

SIGNAL TOO HIGH
CHECKING COMPONENTS AND WIRING
CAUTION: Do not touch the terminal pins in the parking assistance module (PAM).
There is a risk of static discharge. This could damage the parking


 Ignition off
 Disconnect the connector from parking sensor 1 (outer left rear)
 Disconnect connector C from the parking assistance module (PAM).
Check the connectors for the parking sensor and the parking assistance module (PAM). Check for damage
to pins and terminals. Also check the other connectors that connect the wiring between the parking
assistance module (PAM) and the parking sensor.
Check the signal cable between the parking assistance module (PAM) and the parking sensor connector.
Check the cable between:
 Parking assistance module (PAM) terminal #C5 and parking sensor connector terminal #2.
Check the ground cable between the parking assistance module (PAM) and the parking sensor connector
for an open circuit.
If no fault is found, replace the parking sensor.
Other information

 For left-hand drive vehicles, see SIGNAL SPECIFICATION
 see DISTANCE SENSORS PARKING ASSISTANCE REAR
Fig. 109: Identifying Parking Sensor Connector

 Continue
VERIFICATION
VERIFICATION
HINT: After carrying out the repair check that the fault has been remedied.

 Ignition off. Wait at least 10 seconds.

 Ignition on. Wait at least 10 seconds.
 Read off the diagnostic trouble codes (DTCs) by clicking on the VCT2000 symbol in VIDA (Volvo scan
tool).
If the fault is intermittent, the fault has been remedied.

 YES
 NO
INFORMATION
PAM-0003: PARKING SENSOR 1. SIGNAL TOO LOW/SIGNAL MISSING

(2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
 Short-circuit to ground in the signal cable or the connectors between the parking assistance module
(PAM) and parking sensor 1
 Open-circuit in the signal cable or the connectors between the parking assistance module (PAM) and
parking sensor 1.
 Open circuit in the power supply cable or in the connectors between the parking assistance module
(PAM) and parking sensor 1.
Fault symptom[s]

SIGNAL TOO LOW OR SIGNAL MISSING


 Ignition off
 Disconnect the connector from parking sensor 1 (outer left rear)
Check for a short-circuit to ground. Check for an open-circuit.
Check the power supply cable between the parking assistance module (PAM) and the parking sensor
connector. Check for a short-circuit to ground. Check for an open-circuit.
Other information

 see CONTENTS

 Continue
VERIFICATION
VERIFICATION


tool).

 YES
 NO
INFORMATION

Condition

too high.
Substitute Value
 None.
Possible Source

parking sensor 2.
Fault symptom[s]

SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 2 (inner left rear)
Other information

 see CONTENTS

 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION

(2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 2.
Fault symptom[s]



 Ignition off
 Disconnect the connector from parking sensor 2 (inner left rear)
Other information

 see CONTENTS

 Continue
VERIFICATION
VERIFICATION


tool).

 YES
 NO
INFORMATION

Condition

too high.
Substitute Value
 None.
Possible Source
parking sensor 3.
Fault symptom[s]

SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 3 (inner right rear)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION

(2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 3.
Fault symptom[s]



 Ignition off
 Disconnect the connector from parking sensor 3 (inner right rear)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION

Condition

too high.
Substitute Value
 None.
Possible Source
parking sensor 4.
Fault symptom[s]

SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 4 (outer right rear)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION

(2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 4.



 Ignition off
 Disconnect the connector from parking sensor 4 (outer right rear)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION
PAM-0010: PARKING SENSOR 5. SIGNAL TOO HIGH (L. H. D; 2006-2012)

Condition

too high.
Substitute Value
 None.
Possible Source
module (PAM) and parking sensor 5.
parking sensor 5.
Fault symptom[s]
 Information lamp is on
SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 5 (outer left front)
 Disconnect connector B from the parking assistance module (PAM).
 Parking assistance module (PAM) terminal #B8 and parking sensor connector terminal #2.
Other information


 Continue
VERIFICATION
VERIFICATION


tool).

 YES
 NO
INFORMATION
PAM-0011: PARKING SENSOR 5. SIGNAL TOO LOW/SIGNAL MISSING (L.

H. D; 2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 5.
Fault symptom[s]



 Ignition off
 Disconnect the connector from parking sensor 5 (outer left front)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION
Condition

too high.
Substitute Value
 None.
Possible Source

parking sensor 6.
Fault symptom[s]
 Information lamp is on
SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 6 (inner left front)
Other information

 see CONTENTS

 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION

H. D; 2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 6.
Fault symptom[s]



 Ignition off
 Disconnect the connector from parking sensor 6 (inner left front)
Other information


Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION

Condition

too high.
Substitute Value
 None.
Possible Source
parking sensor 7.
Fault symptom[s]

SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 7 (inner right front)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION
H. D; 2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 7.
Fault symptom[s]



 Ignition off
 Disconnect the connector from parking sensor 7 (inner right front)

Other information


 Continue
VERIFICATION
VERIFICATION


tool).

 YES
 NO
INFORMATION

Condition

too high.
Substitute Value
 None.
Possible Source
parking sensor 8.
Fault symptom[s]

SIGNAL TOO HIGH


 Ignition off
 Disconnect the connector from parking sensor 8 (outer right front)
Other information


 Continue
VERIFICATION
VERIFICATION


tool).

 YES
 NO
INFORMATION

H. D; 2006-2012)
Condition

too low.
Substitute Value
 None.
Possible Source
parking sensor 8.
Fault symptom[s]



 Ignition off
 Disconnect the connector from parking sensor 8 (outer right front)
Other information

 see CONTENTS

 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION
PAM-0018: CONFIGURATION FAULT (2006-2012)

Condition

The parking assistance module (PAM) checks messages regarding the vehicle's chassis configuration.
The diagnostic trouble code is generated if the control module registered a configuration fault.
The diagnostic trouble code (DTC) can be diagnosed in ignition position II.
Substitute Value
 None.
Possible Source
 The vehicle's configuration is incorrect.
Fault symptom[s]
CONFIGURATION FAULT
CONTROL MODULE PROGRAMMING


 Ignition off.
If the diagnostic trouble code is intermittent:
If the diagnostic trouble code is permanent:
Reprogram the parking assistance module (PAM).
Other information
 Program the parking assistance module (PAM) following the service information in VIDA (Volvo
scan tool).
 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION
PAM-E001: CONTROL MODULE COMMUNICATION. FAULTY

DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION PAM-E001
Condition

(Control Area Network). The diagnostic trouble code (DTC) is stored if the parking assistance module (PAM)
registers serious interference on the low speed network (CAN communication blocked).

Substitute Value
 Parking assistance module (PAM) shuts itself off ("bus-off").
HINT: The control module will remain shut off until the power supply is broken (15, 30, X). When the
power supply is connected the control module will make a new attempt to communicate.
Possible Source

Fault symptom[s]

see FAULTY COMMUNICATION (2006, 2007)
see FAULTY COMMUNICATION (2008-2012)
PAM-E003: CONFIGURATION FAULT. FAULTY CONFIGURATION (2006-

2012)
Condition
The parking assistance module (PAM) compares its configuration ID with the signal configuration transmitted
on the control area network (CAN) by the central electronic module (CEM). If the configuration IDs do not
correspond the fault code is stored. The diagnostic trouble code (DTC) is also stored if the communication
between the parking assistance module (PAM) and the central electronic module (CEM) is interrupted.
is not possible to communicate with the parking assistance module (PAM).
Therefore it will only be possible to read off the diagnostic trouble code (DTC) if
this type of fault is intermittent. When the diagnostic trouble code (DTC) is
stored, the parking assistance module (PAM) responds to the diagnostic
commands. However, the normal CAN communication does not function.
("Expulsion mode")
Substitute Value
 None.
Possible Source
 Faulty control area network (CAN) configuration ID. (The node is not intended for this vehicle, for
example, a used control module with different software/hardware)
 Open-circuit in the control area network (CAN) wiring between the parking assistance module (PAM)
and the central electrical module (CEM).
Fault symptom[s]

see FAULTY CONFIGURATION (2006, 2007)
see FAULTY CONFIGURATION (2008-2012)
PAM-E010: POWER SUPPLY. VOLTAGE DIFFERENCE TOO GREAT (2006-

2011)
Condition
The parking assistance module (PAM) compares the battery voltage to the parking assistance module (PAM)
with the battery voltage to the central electronic module (CEM).
The diagnostic trouble code (DTC) is stored if the battery voltage to the central electronic module (CEM) is
significantly higher than the battery voltage to the parking assistance module (PAM).
Substitute Value
 None.
Possible Source
 The battery voltage to the central electronic module (CEM) is more than 2 V higher than the battery
voltage to the parking assistance module (PAM).
 On vehicles up to and incl. model year 2010 a software fault in Parking Assistance Module (PAM) may
cause incorrect storage of the fault code.
Fault symptom[s]
VOLTAGE DIFFERENCE TOO GREAT

 Ignition off.
NOTE: On vehicles up to and incl. model year 2010 a software fault in Parking
Assistance Module (PAM) may cause incorrect storage of the fault code.
Download new software to the Parking Assistance Module (PAM). If the
fault remains after downloading new software, continue troubleshooting
as follows.
Check the power supply from the battery to the parking assistance module (PAM). Check for an open-
circuit. Check for a short-circuit to ground. Check for contact resistance. Check for oxidation. Check for
loose connections.
Other information
 Continue
VERIFICATION
VERIFICATION


tool).

 YES
 NO
INFORMATION
PAM-E010: POWER SUPPLY. VOLTAGE DIFFERENCE TOO GREAT (2011-

2012)
Condition
The parking assistance module (PAM) compares the battery voltage to the parking assistance module (PAM)
with the battery voltage to the central electronic module (CEM).
The diagnostic trouble code (DTC) is stored if the battery voltage to the central electronic module (CEM) is
significantly higher than the battery voltage to the parking assistance module (PAM).
Substitute Value
 None.
Possible Source
 The battery voltage to the central electronic module (CEM) is more than 2 V higher than the battery
voltage to the parking assistance module (PAM).
Fault symptom[s]
VOLTAGE DIFFERENCE TOO GREAT

 Ignition off.
Check the power supply from the battery to the parking assistance module (PAM). Check for an open-
circuit. Check for a short-circuit to ground. Check for contact resistance. Check for oxidation. Check for
loose connections.
Other information
 Continue
VERIFICATION
VERIFICATION


tool).


 YES
 NO
INFORMATION
PAM-XXXX: UNKNOWN DIAGNOSTIC TROUBLE CODE (DTC) FOR THE

VERSION

 Ignition on.
Read off the diagnostic trouble code (DTC) that is stored in the vehicle.

ACCESSORIES AND BODY, CAB Other Electrical Equipment - General Diagnostics and Tests
Other Electrical Equipment - General Diagnostics and Tests
CHECKING SUPPLY VOLTAGE/GROUND TERMINAL, PARKING

ASSISTANCE MODULE (PAM)
CHECKING THE VOLTAGE / GROUND TERMINAL
Voltage supply, parking assistance module (PAM)
The parking assistance module (PAM) is powered via a power input on the control module.
Power input terminal #A1 is +15-supplied via the central electronic module (CEM) and a fuse from the ignition
switch. The ignition switch is powered from the battery via the integrated relay/fusebox in the engine
compartment. In the event of an open-circuit, park assist cannot be activated.
Check the power supply cable from the central electronic module (CEM) to parking assistance module (PAM)
terminal #A1. Check for an open-circuit. Check for loose connections. Check for contact resistance. Check for
oxidation. Also check the power supply from the battery via the integrated relay/fusebox and the ignition switch
to the central electronic module (CEM). Check the fuses. The voltage must be approximately battery voltage.
Ground terminal, parking assistance module (PAM)
Parking assistance module (PAM) has a ground input. The ground input from the control module is power
ground and is connected to the ground terminal in the car body.
Check the ground lead between parking assistance module (PAM) terminal #A8 and the ground terminal. Check
for an open-circuit. Check for loose connections. Check for contact resistance. Check for oxidation. With the
ignition on, the drop in voltage between the ground connection for the control module and the ground terminal
must not be greater than 0.5 V.
Other information:

 see SIGNAL SPECIFICATION (LHD)
 see CONTENTS
CHECKING VOLTAGE/GROUND TERMINAL, KEYLESS VEHICLE MODULE

(KVM)
CHECKING THE SUPPLY VOLTAGE/GROUND TERMINAL (2006, 2007)
Power supply, keyless vehicle module (KVM)
The keyless vehicle module (KVM) is powered via a power input on the control module.
The control module has a 30-supply from the battery via the central electronic module (CEM).
 Power input terminal #C4 (#B4) is supplied with power via a fuse from the battery.
Check the power supply cable from the battery to the engine compartment fusebox. Check for an open-circuit.
Check for loose connections. Check for contact resistance. Check for oxidation. Check the fuse. The voltage
Check the power supply cable from the engine compartment fusebox and the central electronic module (CEM)
terminal #E22 (22). Check for an open-circuit. Check for loose connections. Check for contact resistance.
Check for oxidation. Check the fuse. The voltage must be approximately battery voltage when the ignition is on.
Check the power supply from the central electronic module (CEM) terminal #A41(41) and keyless vehicle
module (KVM) terminal #C4 (#B4). Check for an open-circuit. Check for loose connections. Check for contact
resistance and oxidation. Also check the fuse on the central electronic module (CEM). The voltage must be
approximately battery voltage.
Ground terminal, keyless vehicle module (KVM)
The keyless vehicle module (KVM) has a ground input. The control module is grounded in the B-post on the
corresponding side where the control module is installed.
 Ground input terminal #C5 (#B5) is power ground and is connected to the ground terminal in the car
body.
Check the ground lead between the keyless vehicle module (KVM) and the ground terminal. Check for an open-
the drop in voltage between the ground connection for the keyless vehicle module (KVM) and the ground
terminal must not be greater than 0.5 V.
Other information

 see CONTENTS .
CHECKING THE SUPPLY VOLTAGE/GROUND TERMINAL (2008-2012)
Power supply, keyless vehicle module (KVM)
The keyless vehicle module (KVM) is powered via a power input on the control module.
The control module has a 30-supply from the battery via the central electronic module (CEM).
 Power input terminal #C4 (#B4) is supplied with power via a fuse from the battery.
Check the power supply cable from the battery to the engine compartment fusebox. Check for an open-circuit.
Check for loose connections. Check for contact resistance. Check for oxidation. Check the fuse. The voltage
Check the power supply cable from the engine compartment fusebox and the central electronic module (CEM)
terminal #E22 (22). Check for an open-circuit. Check for loose connections. Check for contact resistance.
Check for oxidation. Check the fuse. The voltage must be approximately battery voltage when the ignition is on.
Check the power supply from the central electronic module (CEM) terminal #A41(41) and keyless vehicle
module (KVM) terminal #C4 (#B4). Check for an open-circuit. Check for loose connections. Check for contact
resistance and oxidation. Also check the fuse on the central electronic module (CEM). The voltage must be
approximately battery voltage.
Ground terminal, keyless vehicle module (KVM)
The keyless vehicle module (KVM) has a ground input. The control module is grounded in the B-post on the
corresponding side where the control module is installed.
 Ground input terminal #C5 (#B5) is power ground and is connected to the ground terminal in the car
body.
Check the ground lead between the keyless vehicle module (KVM) and the ground terminal. Check for an open-
the drop in voltage between the ground connection for the keyless vehicle module (KVM) and the ground
terminal must not be greater than 0.5 V.
Other information

 see CONTENTS .
CONNECTING THE BREAKOUT BOX, KEYLESS VEHICLE MODULE (KVM)

CONNECTING THE BREAKOUT BOX (2006, 2007)
Special tools:
see 9511428
see 9512906

 Ignition off.
 Remove fuse FX in the Central electronic module (CEM).
 Release the Keyless vehicle module (KVM) according to:KEYLESS VEHICLE MODULE (KVM)
 Disconnect the connectors from the Keyless vehicle module (KVM).
 Check in particular that the male and female terminals on the control module and the control module
connector are intact, secure and cannot be pressed in. Check that the female terminal cables are securely
connected
 Especially check the pins that are in question for the diagnostic trouble code/symptom. See also:SIGNAL
SPECIFICATION
 Connect adapter see 9512906 to the connectors for the Keyless vehicle module (KVM) and connect
breakout box see 9511428 to the adapter.
NOTE: Before the control module functions can be checked and measurements
taken, the removed fuses must first be installed.
 The breakout box is designed to facilitate the reading of control module input and output signals when the
control module is connected as well as the resistance of cables and components when the control module
is disconnected. Using the breakout box reduces the risk of unintentionally short-circuiting cables or
damaging pins in the connectors.
CONNECTING THE BREAKOUT BOX (2008-2012)
Special tools:
see 9511428
see 9512906


 Ignition off.
 Remove fuse FX in the Central electronic module (CEM).
 Release the Keyless vehicle module (KVM) according to:KEYLESS VEHICLE MODULE (KVM)
 Disconnect the connectors from the Keyless vehicle module (KVM).
 Check in particular that the male and female terminals on the control module and the control module
connector are intact, secure and cannot be pressed in. Check that the female terminal cables are securely
connected
 Especially check the pins that are in question for the diagnostic trouble code/symptom. See also:SIGNAL
SPECIFICATION, KEYLESS VEHICLE MODULE (KVM)
 Connect adapter see 9512906 to the connectors for the Keyless vehicle module (KVM) and connect
breakout box see 9511428 to the adapter.
NOTE: Before the control module functions can be checked and measurements
taken, the removed fuses must first be installed.
 The breakout box is designed to facilitate the reading of control module input and output signals when the
control module is connected as well as the resistance of cables and components when the control module
is disconnected. Using the breakout box reduces the risk of unintentionally short-circuiting cables or
damaging pins in the connectors.
CONNECTING THE BREAKOUT BOX, PARKING ASSISTANCE MODULE

(PAM)
Special tools:
see 9511428
see 9512981
CAUTION: Avoid touching control module connector pins and corresponding cable
harness connectors. There is a risk of electrostatic discharge, which could
damage the control module. Relieve any charge on yourself and the tools
to be used by holding the metal part of the tool and touching part of the
body just before starting work.
GENERAL INFORMATION
Visually check the connectors to ensure that the male and female terminals are not damaged and that the cables
for the female halves are properly connected.
The breakout box is designed to facilitate reading off control module output and input signals when the control
module is connected as well as resistance of cables and components when the control module is disconnected.
Using a breakout box reduces the risk of unintentionally short-circuiting cables or damaging connector pins.
 Ignition off
 To expose the connectors for the parking assistance module (PAM) :
Connect breakout box see 9511428 to the adapter.
Parking Assistance Module (PAM)
 Connect adapter see 9512981 to connector C1, C2 (option) and C3 connected to the control module.
 For connector C1, terminals #C1:1-#C16 correspond to terminals #1-#16 on the breakout box.
 For connector C2, terminals #C2:1 - #C2:12 correspond to terminals #C21 - #32 on the breakout box.
 For connector C3, terminals #C3:1 - #C3:12 correspond to terminals #C41 - #52 on the breakout box.
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Specifications, other
Other Electrical Equipment - Specifications, other
VEHICLE COMMUNICATION, KEYLESS VEHICLE MODULE (KVM)

ACTIVATIONS, KEYLESS VEHICLE MODULE (KVM)
ACTIVATING QUICK LOCK MOTOR, LEFT FRONT
Activating quick lock motor, left front door.
"Clicking sound" in the door and the door should open.
ACTIVATING QUICK LOCK MOTOR, LEFT REAR
Activating quick lock motor, left rear door.
ACTIVATING QUICK LOCK MOTOR, RIGHT FRONT
Activating quick lock motor, right front door.
ACTIVATING QUICK LOCK MOTOR, RIGHT REAR
Activating quick lock motor, right rear door.
PARAMETERS, STATUS
SWITCH LOCK BUTTON LEFT FRONT
The parameter indicates the switch status
The parameter can have different two values:
 Activated = Door lock button pressed in.

 Not activated = Door lock button not pressed in.
SWITCH LOCK BUTTON RIGHT FRONT

SWITCH LOCK BUTTON LEFT REAR

SWITCH LOCK BUTTON RIGHT REAR

SWITCH QUICK LOCK LEFT FRONT
 Activated = Switch quick-lock activated.

 Not activated = Switch quick-lock not activated.
SWITCH QUICK LOCK RIGHT FRONT

SWITCH QUICK LOCK LEFT REAR


SWITCH QUICK LOCK RIGHT REAR

SWITCH UNLOCKING LEFT FRONT
 Activated = The handle of the door pulled out

 Not activated = The handle of the door unaffected.
SWITCH UNLOCKING RIGHT FRONT

SWITCH UNLOCKING LEFT REAR

SWITCH UNLOCKING RIGHT REAR


SWITCH UNLOCK, TAILGATE

SWITCH KEY IN
 Activated = Key in.

 Not activated = Key not in.
SWITCH BRAKE PEDAL
The parameter indicates the switch status.
Activated = Brake pedal pressed down.
Not activated = Brake pedal not pressed down.
CLUTCH PEDAL SWITCH
The parameter indicates the switch status.
Activated = Clutch pedal pressed down.
Not activated = Clutch pedal not pressed down.
PARAMETERS, VALUE
POWER SUPPLY KVM

The value indicates battery voltage at the control module.
Measurement range: 0.0 -25.5 V
VEHICLE COMMUNICATION, PARKING ASSISTANCE MODULE (PAM)

PARAMETERS, VALUE
BATTERY VOLTAGE, PAM
Measurement range 0 - 25.5 V.
The normal value is 13.5-14.9 V when the generator (GEN) is charging.
The value indicates the voltage at the parking assistance module (PAM).
DISTANCE BEHIND
The parameter shows the distance to an object that can be detected. The parameter value that is read is the value
that the infotainment control module (ICM) receives from the parking assistance module (PAM). The distance
is presented as a number between 0 and 31.
0 = the distance from the rear bumper to the object that can be detected is approx. 1.5 m (5 ft) or more.
1 - 30 = the distance from the rear bumper to the object that can be detected is between approx. 1.5 m (5 ft) and
0.3 m (1 ft).
31 = the distance from the rear bumper to the object that can be detected is approx. 0.3 (1 ft) or less.
DISTANCE FORWARD
The parameter shows the distance to an object that can be detected. The parameter value that is read is the value
that the infotainment control module (ICM) receives from the parking assistance module (PAM). The distance
is presented as a number between 0 and 15.
0 = the distance from the front bumper to the object that can be detected is approx. 0.8 m (3 ft) or more.
1 - 14 = the distance from the front bumper to the object that can be detected is between approx. 0.8 m (3 ft) and
0.3 m (1 ft).
15 = the distance from the front bumper to the object that can be detected is approx. 0.3 m (1 ft) or less.
DESCRIPTION OF READING OFF EXTENDED DIAGNOSTIC TROUBLE CODE (DTC)

INFORMATION
CONTENTS
Select type of description:
 see DESCRIPTION OF FROZEN VALUES

 see COUNTERS, DESCRIPTION
 see STATUS IDENTIFIER, DESCRIPTION
EXPLANATION
Not all the parameters that are described need to be implemented in the parking assistance module (PAM).
These vary from system to system.
BATTERY VOLTAGE PAM, VALUE
Measurement range: 0 - 25.5 V.
The value indicates the voltage at the parking assistance module (PAM).
No = the engine was not running.
Yes = the engine was running.
Measurement range: -60 till 193 °C.
The value indicates the passenger compartment temperature at the time the diagnostic trouble code (DTC) was
stored.
Measurement range: -128 till 128 °C.
BATTERY VOLTAGE CENTRAL ELECTRONIC MODULE (CEM), VALUE

Measurement range: 5 - 30V.
The value indicates the voltage at the central electronic module (CEM).
DISTANCE, VALUE
Measurement range: 0 - 1, 048, 575 km.
The value indicates the vehicle's total distance when the diagnostic trouble code (DTC) was generated.
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Specifications, Electrical/Electronic
Other Electrical Equipment - Specifications, Electrical/Electronic
SIGNAL SPECIFICATION, KEYLESS VEHICLE MODULE (KVM) (2006-2007)

General
All values given below are between the terminals stated in column 1 and terminal #B5 (power ground). This
applies unless otherwise indicated in brackets.
U= DC voltage in volts (V)

Ubat = Battery voltage (V)
Ulow = Voltage approximately 0 V
Fig. 1: Keyless Vehicle Module (KVM)

Connector A
Breakout Control Signal type Active / Not active Other

box terminal module
terminal
#C1 #A1 Reserve -
#C2 #A2 + supply for quick lock left > 10.5 V/<1.5 V
front
#C3 #A3 - supply for quick lock left > 10.5 V/<1.5 V
front
#C4 #A4 - supply for quick lock right > 10.5 V/<1.5 V
front
#C5 #A5 + supply for quick lock right > 10.5 V/<1.5 V
front
#C6 #A6 Not connected -
#C14 #A14 Switch unlocking left front Ulow Open-circuit,
Ground terminal at
activation
#C15 #A15 Switch lock button left front Ulow Open-circuit,
Ground terminal at
activation
#C16 #A16 Switch unlocking left rear Ulow Open-circuit,
Ground terminal at
activation. Not
C30/C70
#C17 #A17 Reserve -
#C18 #A18 Reserve -
#C19 #A19 Reserve -
#C20 #A20 Reserve -
#C21 #A21 Switch lock button left rear Ulow Open-circuit,
Ground terminal at
activation. Not
C30/C70.
#C22 #A22 Reserve -
#C23 #A23 Reserve -

Connector B
box module
terminal terminal
#B24 #B1 - supply for quick lock left > 10.5 V/<1.5 V Not C30/C70.
rear
#B25 #B2 + supply for quick lock left > 10.5 V/<1.5 V Not C30/C70.
rear
#B26 #B3 Communication CAN_H high 2.5-3.5V During
speed network communication
#B27 #B4 Communication CAN_L high 2.5-3.5V During
speed network communication
#B28 #B5 Signal from the central U = Ubat When activating the
electronic module (CEM), brake pedal
stop lamp switch
#B29 #B6 Not connected - -

#B37 #B14 Reserve - -
#B38 #B15 Signal from remote keyless U=Ubat /U=Ubat - 1 V to During
entry (RKE) Ubat - 1.5 V during communication
with remote keyless
communication entry (RKE)
#B40 #B17 Signal from switch key-in U = Ubat When pressing the
key in the ignition
switch
#B43 #B20 Signal from switch clutch Ulow /open-circuit Open-circuit,
pedal Ground terminal at
activation

Connector C

box terminal module
terminal
#B1 #C1 + supply for quick lock right > 10.5 V/<1.5 V Not C30/C70.
rear
#B2 #C2 - supply for quick lock right > 10.5 V/<1.5 V Not C30/C70.
rear
#B3 #C3 Reserve -
#B4 #C4 Power supply Ubat 30-supply via the
central electronic
module (CEM)
#B5 #C5 Ground terminal Ulow
#B6 #C6 Not connected -
#B18 #C18 Reserve -
#B21 #C21 Reserve -
#B23 #C23 Reserve -

Connector D
box module
terminal terminal
#A24 #D1 Reserve -
#A25 #D2 Signal cable outer antenna in f=125kHz When fault-tracing
the door handle, left front U=300Vpp the key.
(-) (106 Vrms ) Reading taken
against
The signal is difficult to
measure. corresponding (+)
terminal
0V not active.
the door handle, left rear U=300Vpp the key.
The signal is difficult to against
terminal
0V not active. Not
C30/C70.
the door handle, right front U=300Vpp the key.

terminal
0V not active.
the door handle, right rear U=300Vpp the key.
terminal
0V not active. Not
C30/C70.
#A29 #D6 Not connected -
#A31 #D8 Switch unlocking right front Ulow Open-circuit,
Ground terminal at
activation
#A32 #D9 Switch lock button right front Ulow Open-circuit,
Ground terminal at
activation
#A33 #D10 Switch quick lock right front Ulow Open-circuit,
Ground terminal at
activation
#A34 #D11 Switch quick lock left front Ulow Open-circuit,
Ground terminal at
activation
#A36 #D13 Switch quick lock left rear Ulow Open-circuit,
Ground terminal at
activation. Not
C30/C70.
#A37 #D14 Switch handle tailgate Ulow Open-circuit,
Ground terminal at
activation
#A38 #D15 Switch quick lock right rear Ulow Open-circuit,
Ground terminal at
activation. Not
C30/C70.
#A39 #D16 Switch unlocking right rear Ulow Open-circuit,
Ground terminal at
activation. Not
C30/C70.
#A40 #D17 Switch lock button right rear Ulow Open-circuit,
Ground terminal at
activation. Not
C30/C70.
#A41 #D18 Reserve -
#A42 #D19 Reserve -
the door handle, left front (+) U=300Vpp the key.
(106 Vrms ) Reading taken
against
measure. corresponding (-)
terminal
0V not active.
the door handle, left rear U=300Vpp the key.
(+) (106 Vrms ) Reading taken
terminal
0V not active. Not
C30/C70.
the door handle, right front U=300Vpp the key.
terminal
0V not active.
the door handle, right rear U=300Vpp the key.
terminal
0V not active. Not
C30/C70.

Connector E
box module
terminal terminal
#A1 #E1 Signal cable inner antenna rear f=125kHz Located in the
(-) U=300Vpp cargo compartment.
(106 Vrms ) When fault-tracing
the key.
measure. Reading taken
against
corresponding (+)
terminal.
0V not active.
#A2 #E2 Signal cable inner antenna in f=125kHz Located under the
the passenger compartment U=300Vpp carpet behind the
(-) (106 Vrms ) center console in
The signal is difficult to front of the rear
measure. seat.
When fault-tracing
the key.
Reading taken
against
corresponding (+)
terminal.
0V not active.
#A3 #E3 Reserve -
the passenger compartment U=300Vpp carpet below the
(-) (106 Vrms ) center panel.
The signal is difficult to When fault-tracing
measure. the key.
Reading taken
against
corresponding (+)
terminal.
0V not active
#A5 #E5 Reserve -
#A6 #E6 Not connected -
#A14 #E14 Signal cable outer antenna rear f=125kHz Located in the rear
(+) U=300Vpp bumper.
(106 Vrms ) When fault-tracing
The signal is difficult to the key.
against the
corresponding (-)
terminal.
0V not active
#A15 #E15 Signal cable outer antenna in f=125kHz Located in the rear
rear U=300Vpp bumper.
(-) (106 Vrms ) When fault-tracing
The signal is difficult to the key.
against
corresponding (+)
terminal.
0V not active
#A17 #E17 Reserve -
#A18 #E18 Signal cable inner antenna rear f=125kHz Located in the
(+) U=300Vpp cargo compartment.
When fault-tracing
(106 Vrms ) the key.

The signal is difficult to Reading taken
measure. against the
corresponding (-)
terminal.
0V not active
#A19 #E19 Reserve -
the passenger compartment U=300Vpp carpet behind the
(+) (106 Vrms ) center console in
The signal is difficult to front of the rear
measure. seat.
When fault-tracing
the key.
Reading taken
against the
corresponding (-)
terminal.
0V not active
#A21 #E21 Reserve -
the passenger compartment U=300Vpp carpet below the
(+) (106 Vrms ) center panel.
The signal is difficult to When fault-tracing
measure. the key.
Reading taken
against the
corresponding (-)
terminal.
0V not active.
#A23 #E23 Reserve -
SIGNAL SPECIFICATION, KEYLESS VEHICLE MODULE (KVM) (2008-2012)

SIGNAL SPECIFICATION, KEYLESS VEHICLE MODULE (KVM)
General
All values given below are between the terminals stated in column 1 and terminal #B4 (power ground). This
applies unless otherwise indicated in brackets.


Connector A

Connector A
Breakout Control Signal type Active / Not active Miscellaneous
box module
terminal terminal
#C1 #A1 Signal cable inner antenna in f=125kHz Located under the
the passenger compartment U=300Vpp carpet between the
(middle) (-) The signal is difficult to center console and
measure. the rear seat. Only
active when
searching for remote
keys. Otherwise 0
V.
the passenger compartment U=300Vpp carpet in front of the
(front) (+) The signal is difficult to center panel. Only
measure. active when
searching for keys.
Otherwise 0 V.
(-) for the C70.
#C3 #A3 Signal cable external left-hand f=125kHz For the S40 and
antenna (+) U=300Vpp V50: Placed in the
The signal is difficult to outer door handle in
measure. the left-hand rear
door.
For the C30 and
C70: Placed in the
outer door handle in
the left-hand front
door.
(-) for C30 and C70.
#C4 #A4 Reserve - -
#C5 #A5 Reserve - -
#C6 #A6 Not connected - -
#C14 #A14 The signal cable external f=125kHz For the S40 and
right-hand antenna (-) U=300Vpp V50: Placed in the
read the right-hand rear
door.
For the C30 and
C70: Placed in the
the right-hand front
door.
(+) for C30 and
C70.
Only active when
keys. Otherwise 0
V.
#C15 #A15 Signal cable external left-hand f=125kHz For the S40 and
antenna (-) U=300Vpp V50: Placed in the
measure. the left-hand rear
door.
For the C30: Placed
in the outer door

handle in the left-
hand front door.
(+) for C30 and
C70.
Only active when
keys. Otherwise 0
V.
#C16 #A16 Reserve - -
the passenger compartment U=300Vpp carpet between the
(middle) (+) The signal is difficult to center console and
measure. the rear seat. Only
active when
keys. Otherwise 0
V.
#C18 #A18 Signal cable inner antenna f=125kHz Located under the
passenger compartment (front) U=300Vpp carpet in front of the
(-) The signal is difficult to center panel. Only
searching for keys.
Otherwise 0 V.
(+) for C70.
#C21 #A21 Signal cable outer antenna f=125kHz Located in the rear
rear (+) U=300Vpp bumper. Only active
The signal is difficult to when searching for
read remote keys.
Otherwise 0 V.
(-) for the C30.
#C22 #A22 Signal cable to external f=125kHz Located in the rear
antenna rear (-). U=300Vpp bumper. Only active
The signal is difficult to when searching for
measure. remote keys.
Otherwise 0 V.
(+) for C30.
#C23 #A23 The signal cable external f=125kHz For the S40 and
right-hand antenna (+) U=300Vpp V50: Placed in the
measure. the right-hand rear
door.
For the C30 and
C70: Placed in the

the right-hand front
door.
(-) for C30 and C70.
Only active when
keys. Otherwise 0
V.
Connector B

Connector B
box module
terminal terminal
#B25 #B2 - supply for quick lock left > 10.5 V / < 1.5 V Active for
rear (+) approximately 0.5
seconds when
opening doors.
Not C30 and C70.
#B26 #B3 Supply for quick lock right > 10.5 V / < 1.5 V Active for
rear (+) approximately 0.5

seconds when
opening doors.
Not C30 and C70.
#B27 #B4 Supply for quick lock left > 10.5 V / < 1.5 V Active for
front (+) approximately 0.5
seconds when
opening doors.
#B28 #B5 Supply for quick lock right > 10.5 V / < 1.5 V Active for
front (+) approximately 0.5
seconds when
opening doors.
#B37 #B14 Signal cable inner antenna in f=125kHz Located under the
the passenger compartment U=300Vpp carpet in the cargo
(rear) (+) The signal is difficult to compartment. Only
keys. Otherwise 0
V.
(-) for the S40.
Spare on C30
#B38 #B15 Signal cable inner antenna in f=125kHz Only S40 and C70.
the passenger compartment U=300Vpp Located under the
(rear) (-) The signal is difficult to carpet in the
measure. luggage
compartment.
Only active when
keys. Otherwise 0
V.
(+) for the S40.
#B40 #B17 Signal cable inner antenna in f=125kHz Only the V50.
the passenger compartment U=300Vpp Located under the
(rear) (-) The signal is difficult to carpet in the
measure. luggage
compartment. Only
active when
keys. Otherwise 0
V.
Connector C

Connector C
box terminal module
terminal
#B1 #C1 Power supply, quick lock Ulow Not C30 and C70.
right-hand rear (-)
#B2 #C2 Power supply, quick lock left- Ulow Not C30 and C70.
hand rear (-)
#B3 #C3 Reserve - -

#B4 #C4 Ground terminal Ulow -
#B5 #C5 Power supply Ubat -
#B18 #C18 Reserve -
#B21 #C21 Reserve -
#B23 #C23 Reserve -
Connector D

Connector D
box module
terminal terminal
#A24 #D1 Power supply quick lock left > 10.5 V / < 1.5 V Active when
front. opening doors
#A25 #D2 Power supply quick lock > 10.5 V / < 1.5 V Active when
right front. opening doors.
#A26 #D3 LS-CAN H 2.5-4 V During
The signal is difficult to communication.
measure.
#A27 #D4 LS-CAN L 2.5-1 V During
The signal is difficult to communication.
measure.
#A28 #D5 Reserve -
#A31 #D8 Reserve - -
#A32 #D9 Contact breaker in quick lock Ulow Open circuit,
left front Grounded when the
handle is pulled out
to its limit position

#A37 #D14 Signal cable Remote Keyless 0.5 V / 1.5 V Serial
Entry (RKE) communication.
Signals are difficult
to read.
#A38 #D15 Indication of remote control - Signal from the
in the starter module (Key In) central electronic
module (CEM) when
remote key is
inserted in the starter
module.
#A41 #D18 Reserve -
#A42 #D19 Reserve -
#A44 #D21 Switch quick lock right rear f=125kHz When fault-tracing
U=300Vpp the key.
(106 Vrms ) Reading taken
terminal
0 V not active.
Not C30 and C70.
#A45 #D22 Switch quick lock right front Ulow Open circuit,
Grounded when the
to its limit position
Connector E

Connector E
box module
terminal terminal
#A1 #E1 Reserve - -
#A2 #E2 Outer lock button right front Ulow Open circuit.
Indicates ground
connection when
button is depressed.
#A3 #E3 Contact breaker at clutch pedal Ulow Closes when the
clutch pedal is
depressed to 75% of
length of stroke.
#A4 #E4 Switch unlocking left rear Ulow Open circuit.
Indicates ground
connection when
pulling out the
external door
handle.
Not C30 and C70.
#A5 #E5 Outer lock button right rear Ulow Open circuit.
Indicates ground
connection when
Not C30 and C70.
#A14 #E14 Contact breaker at brake pedal. 0 V / 5V Signal from the
central electronic
module (CEM)
when brake pedal is
depressed.
#A15 #E15 Switch quick lock left rear Ulow Open circuit.
Grounded when the
to its limit position.
Not C30 and C70.
#A16 #E16 Reserve - -
#A17 #E17 External lock button left rear Ulow Open circuit.
Indicates ground
connection when
Not C30 and C70.
#A18 #E18 Switch unlocking luggage Ulow Open circuit.
compartment lid Indicates ground
connection when
pulling out the
external door
handle.
#A19 #E19 Outer lock button left front Ulow Open circuit.
Indicates ground
connection when
#A20 #E20 Switch unlocking right rear. Ulow Open circuit.
Indicates ground
connection when
pulling out the
external door
handle.
Not C30 and C70.
#A21 #E21 Switch unlocking left front. Open circuit.
Ulow Indicates ground

connection when
pulling out the
external door
handle.
#A22 #E22 Switch unlocking right front. Ulow Open circuit.
Indicates ground
connection when
pulling out the
external door
handle.
#A23 #E23 Reserve -
SIGNAL SPECIFICATION, PARKING ASSISTANCE MODULE (PAM)

General
All values specified below are between the relevant terminal and terminal #A8 (power ground).
NOTE: It is important to check ground terminals before taking readings.



Control module Signal type Ignition off Ignition on Other
terminal
#A1 15 supply U low U bat Ignition position II and III.
#A2 - - - -
#A3 - - - -
#A4 - - - -
#A5 - - - -
#A6 - - - -
#A7 CAN L - During communication the
-
voltage is 1.0-2.5 V.
#A8 Ground U low U low -
#A9 - - - -
#A10 - - - -
#A11 - - - -
#A12 - - - -
#A13 - - - -
During communication the
#A14 CAN H - -
#A15 - - - -
#A16 - - - -
Fig. 12: Identifying Connector B

SIGNAL TABLE CONNECTOR B, CENTER TERMINAL

terminal
#B1 Signal ground, front U low U low -
parking sensor
#B2 Voltage supply, U low U bat -
front parking
sensors
#B3 - - - -
#B4 - - - -
#B5 Signal, parking - - -
sensor 8 (outer left
front)
Signal, parking
#B6 sensor 7 (inner left - - -
front)
Signal, parking
#B7 sensor 6 (inner right - - -
front)
Signal, parking
#B8 sensor 5 (outer right - - -
front)
#B9 - - - -
#B10 - - - -
#B11 - - - -
#B12 - - - -


terminal
#C1 - - - -
#C2 Signal, parking - - -
sensor 3 (inner right
rear)
Signal, parking
#C3 sensor 2 (inner left - - -
rear)
Signal, parking
#C4 sensor 4 (outer right - - -
rear)
Signal, parking
#C5 sensor 1 (outer left - - -
rear)
#C6 - - - -
#C7 - - - -
Signal ground, rear U U low
#C8 low -
parking sensors
#C9 - - - -
#C10 - - - -
Voltage supply, rear U U bat
#C11 low -
parking sensors
#C12 - - - -
ACCESSORIES AND BODY, CAB Other Electrical Equipment - Component location
Other Electrical Equipment - Component location
WIPER/WASHER SYSTEM
LOCATION OF COMPONENTS, WASHER RESERVOIR
Fig. 1: Identifying Washer Reservoir Components

1. level sensor washer fluid

2. washer fluid pump headlamp
3. reservoir
4. washer fluid pump windscreen

Fig. 2: Identifying Keyless Vehicle Module (KVM) Components

Overview
1. Lock unit
2. Antenna, in the handle on the side doors
3. Remote keyless entry (RKE)
4. Clutch switch (manual transmission).
NOTE: The stop lamp switch is used for cars with automatic transmissions.
5. Antenna, in the passenger compartment

6. Antenna, rear bumper
PARKING ASSISTANCE MODULE (PAM)

Fig. 3: Locating Parking Assistance Components

Overview
1. Parking assistance module (PAM)

2. Rear parking sensors
3. Front parking sensors (option).
ACCESSORIES AND BODY, CAB Lighting - Component Location
Lighting - Component Location
HEADLAMP CONTROL MODULE (HCM) (2010-2012)

Fig. 1: Locating Headlamp Control Module Components

Overview
1. Headlamp Control Module (HCM)

2. Left headlamp control unit (LHCU)
3. Right headlamp control unit (RHCU)
4. Front position sensor
5. Rear position sensor
HEADLIGHT (2006-2007)
COMPONENT POSITION
POSITION OF BULBS
Fig. 2: Locating Bulbs

1. Low beam
2. High beam
3. Parking lights
4. Direction indicators.
5. Side marker lights
LIGHTING, FRONT (2006-2007)

COMPONENT POSITION HEADLIGHTS
Fig. 3: Locating Headlight Components

1. side running lights

2. direction indicator
3. Dipped beam
4. Parking lights
5. High beam.

Fig. 4: Identifying Early Version Headlight Components

1. Dipped beam
2. High beam.
3. Parking lights



1. Dipped beam
2. High beam.
3. Parking lights

Fig. 6: Identifying Late Version Headlight Components


3. Dipped beam
4. High beam.
5. Parking lights
LOCATION OF COMPONENTS, HEADLIGHTS (BI-XENON)


1. Dipped beam
2. High beam.
3. Parking lights

Fig. 8: Identifying Headlights (Bi-Xenon) Components


3. Dipped beam
4. High beam.
5. Parking lights
LIGHTING, REAR (2006-2009)

LOCATION OF COMPONENTS, TAIL LAMP
Fig. 9: Identifying Tail Lamp Components

1. brake light
2. tail lights
4. back-up light
5. fog lights
LIGHTING, REAR (2010-2012)

LOCATION OF COMPONENTS, TAIL LAMP.


1. brake light
2. tail lights
4. back-up light
5. fog lights

1. brake light
2. tail lights
3. back-up light
4. fog lights
5. Parking lights
ACCESSORIES AND BODY, CAB Lighting - Removal, Replacement And Installation
Lighting - Removal, Replacement And Installation
BULBS
BULB SUN VISOR MIRROR (2006-2012)
REMOVAL
Remove mirror sunshade, see MIRROR SUN VISOR
Fig. 1: Removing Sun Visor Mirror Bulb

INSTALLATION
BULB TAIL LAMP (2006-2012)
REMOVAL
REMOVING LIGHT BULBS

Fig. 2: View Of Tail Lamp Bulb Components

For position of bulbs in the tail light, see figure.
1. Brake light
2. Tail light
3. Turn signal lamps
4. Back-up light
5. Rear fog light
NOTE: Bulb for rear fog light is only found in the left tail light.
REMOVAL
REMOVING THE TAIL LIGHT

Fig. 3: Locating Tail Light Screws

Remove:
 the 4 nuts
 the tail light.
INSTALLATION
INSTALLING THE TAIL LIGHT
Install:
 the tail light.

 the 4 nuts
 the connectors, 2 pcs.
BULB, DOOR MIRROR, GROUND LIGHTING (2006-2012)
Fig. 4: Removing Mirror Light

HEADLAMP BULB (2006-2007)
REMOVAL
Remove the headlamp, see HEADLAMPS (2010-2011)
See information on component position headlights, see COMPONENT POSITION HEADLIGHTS

Fig. 6: Identifying Headlamp Bulb Connectors

HEADLAMP BULB (2008-2012)
REMOVAL
Remove the headlamp, see HEADLAMPS (2006-2009), HEADLAMPS (2010-2011), HEADLAMPS (2011-
2012)
Fig. 7: Identifying Unhooking Spring Clips

See information on component position headlights, see COMPONENT POSITION HEADLIGHTS (2008-
2009) , COMPONENT POSITION HEADLIGHTS (2010-2012)
Fig. 8: Identifying Connector, Spring Clip And Bulb

INSTALLATION
HEADLAMP BULB (XENON) (2006-2007)
REMOVAL

WARNING: Wear safety goggles and protective gloves.
Remove the headlamp, see HEADLAMPS (2010-2011)

Fig. 11: Removing Xenon Bulb

INSTALLATION
HEADLAMP BULB (XENON) (2008-2012)
REMOVAL
WARNING: Wear safety goggles and protective gloves.
Remove the headlamp, see HEADLAMPS (2006-2009), HEADLAMPS (2010-2011), HEADLAMPS (2011-
2012)
Fig. 12: Identifying Unhooking Spring Clips

Fig. 13: Removing Xenon Bulb

INSTALLATION

INTERIOR LAMP BULB
see INTERIOR LAMP BULB
INTERIOR LAMP BULB (2006-2012)
Fig. 14: Removing Interior Lamp

READING LIGHT REAR LIGHT BULB (2011-2012)
Fig. 15: Removing Reading Light Bulb


REMOVAL

Fig. 17: Identifying Fender Liner Clips


INSTALLATION
HEADLAMP CONTROL MODULE (HCM)
Remove the left-hand wheel, see WHEELS
Fig. 19: Removing Fender Liner


HEADLAMPS
REMOVAL
CAUTION: Take extra care not to scratch the headlamp lens.
CAUTION: Take extra care not to scratch the bumper cover.

Fig. 21: Removing Front Headlamp

Fig. 22: Identifying Front Headlamp Label

VEHICLES WITH HEADLAMP ASSEMBLIES MANUFACTURED 13/08/2007 ONWARDS

Fig. 23: View Of Headlamp Assemblies Manufactured 13/08/2007 Onwards

VEHICLES WITH HEADLAMP ASSEMBLIES MANUFACTURED UP TO 13/08/2007.
Fig. 24: View Of Headlamp Assemblies Manufactured Up To 13/08/2007

INSTALLATION
ALL VEHICLES
Fig. 25: Identifying Headlamp Installation Tab

ADJUSTMENTS
Perform headlight, adjustment, see HEADLAMPS, ADJUSTING
LIGHTING, FRONT (2010-2011 EARLY)

REMOVAL
Remove the headlamp, see HEADLAMPS (2011-2012)HEADLAMPS (2010-2011)

Fig. 26: Identifying Headlamp Ballast (XENON)

NOTE: Make sure that the seal is correctly located.
INSTALLATION
see HEADLAMP CONTROL MODULE (HCM)
HEADLAMPS
REMOVAL

Fig. 28: Identifying Headlamp Assembly




Fig. 30: Verifying Headlamp Components Installed

On both sides.
INSTALLATION
LIGHTING, FRONT (2011 LATE-2012)

see HEADLAMP BALLAST (XENON)
see HEADLAMP CONTROL MODULE (HCM)
HEADLAMPS
REMOVAL



Fig. 33: Verifying Headlamp Components Installed

On both sides.
INSTALLATION
TAIL LAMP (2006-2012)

TAIL LAMP
REMOVAL
See the information regarding component location, tail lamp, see LOCATION OF COMPONENTS, TAIL
LAMP (2006-2009) , LOCATION OF COMPONENTS, TAIL LAMP (2010-2012)
Fig. 34: Identifying Tail Lamp Connector Cover

Fig. 35: View Of Tail Lamp Connector Screws

Torque: M6
10 Nm
INSTALLATION
HIGH MOUNTED STOP LAMP (2010-2012)

HIGH MOUNTED STOP LAMP
REMOVAL
Fig. 36: View Of Roof Stowed

Fig. 37: Identifying High Mounted Stop Lamp

INSTALLATION
LIGHTING, INTERIOR
LIGHTING GLOVE COMPARTMENT
REMOVAL
Drop down the glove box, see GLOVE COMPARTMENT
Fig. 38: Identifying Lighting Glove Compartment Connector

INSTALLATION
LIGHTING, INTERNAL FRONT
REMOVAL
REMOVING THE INTERIOR LIGHTING

Fig. 39: Identifying Interior Lighting Components

Remove:
 the upper windshield member acc. to: HEADERRAIL TRIM PANEL

 the microphone (for vehicles with microphone)
 the 4 screws
 the interior lighting.
INSTALLATION
INSTALLING THE INTERIOR LIGHTING
Fig. 40: Identifying Microphone Positioning

driver's seat, see figure.
Install:
 the interior lighting

 the 4 screws
 the microphone (for vehicles with microphone)
 the upper windshield member acc. to: HEADERRAIL TRIM PANEL .
SIDE LIGHTING
SIDE TURN SIGNAL FLASHER (2006-2007)
REMOVAL
Remove the glass. See REAR VIEW MIRROR EXTERNAL (2006-2007)
Fig. 41: Identifying Lamp Connector

INSTALLATION
SIDE TURN SIGNAL FLASHER (2008-2012)
REMOVAL
Remove Rear-view mirror cover, see REAR VIEW MIRROR EXTERNAL

Fig. 42: Removing Side Turn Signal Flasher

INSTALLATION
FRONT FOG LIGHTS

FRONT FOG LIGHTS (2006-2009)
REMOVAL
Fig. 43: Identifying Front Fog Lights (1 of 2)

Fig. 44: Identifying Front Fog Lights (2 of 2)

INSTALLATION
CAUTION: Make sure that the component is correctly located on the locating dowels.
FRONT FOG LIGHTS (2010-2011 EARLY)
REMOVAL

Fig. 46: Removing Early Version Front Fog Light (1 of 3)



Fig. 49: Removing Late Version Front Fog Light (1 of 4)




ALL VEHICLES
INSTALLATION
FRONT FOG LIGHTS (2011 LATE)
REMOVAL



Fig. 56: Identifying Fog Lamp Connector

INSTALLATION
FRONT FOG LIGHTS (2012)
REMOVAL

Fig. 58: Identifying Fog Lamp Bezel


Fig. 59: Removing Fog Lamp Bezel


Fig. 60: Locating Fog Lamp Screws

INSTALLATION

EXTERIOR/INTERIOR LIGHTS Power transmission
EXTERIOR/INTERIOR LIGHTS
Power transmission
EXTERIOR/INTERIOR LIGHTS
LIGHTING SWITCH

Fig. 2: Removing/Installing Lighting Switch

SUSPENSION Power transmission
SUSPENSION
Power transmission
SUSPENSION
LOWER TORQUE ROD
REMOVAL
Fig. 1: Engine Splash Guard

Fig. 2: Identifying Lower Torque Rod

Torque: Lower torque rod

110 Nm
INSTALLATION

ENGINE Lubricating And Oil System - Removal, Replacement And Installation
ENGINE
Lubricating And Oil System - Removal, Replacement And Installation
ENGINE OIL
ENGINE OIL (B5244S4; 2006-07)
REMOVAL

Torque: M6
10 Nm
Fig. 2: Identifying Oil Filter Cap

Torque: Cover oil filter
25 Nm


Torque: Drain plug oil pan
50 Nm
INSTALLATION
Fig. 5: Identifying Oil Dipstick

See information about lubricants, engine. See LUBRICANTS, ENGINE

ENGINE OIL (B5254T3; 2006-07)
REMOVAL

Torque: M6
10 Nm


25 Nm


50 Nm
INSTALLATION


ENGINE OIL (B5254T7; 2008-12)
REMOVAL

Torque: M6
10 Nm

25 Nm


50 Nm
INSTALLATION

OIL PUMP AND LINE (B5254T3)

OIL TRAP
REMOVAL
Battery, disconnection. See BATTERY DISCONNECTING AND CONNECTING
Fig. 16: Identifying Air Intake

Fig. 17: Locating Air Intake Tube Screws


Fig. 19: Identifying Tie Wraps

Fig. 20: Identifying ECM Connector

Fig. 21: Locating Bolt

Fig. 22: Removing/Installing ECM

Fig. 23: Removing/Installing Air Cleaner Module

Fig. 24: Identifying Clamp and Connector


Fig. 26: Locating Oil Trap/Filter Housing Upper Bolt


Fig. 28: Identifying Attachment Bolts

Fig. 29: Identifying Lower Oil Filter Housing/Oil Trap Bolts


Fig. 30: Identifying Oil Filter Housing

INSTALLATION
Fig. 31: Clean Surfaces and Install New Gaskets



NOTE: Only tighten the bolt finger tight at this stage.

Fig. 33: Identifying Lower Oil Filter Housing/Oil Trap Bolts

Torque: M7
17 Nm
Fig. 34: Identifying Attachment Bolts



Torque: M7
17 Nm

Torque: M6
10 Nm

Fig. 39: Locating Refitting Tube and Connector


25 Nm

Fig. 42: Removing/Installing ECM

Fig. 43: Locating Bolt

Fig. 44: Identifying ECM Connector

Fig. 45: Identifying Tie Wraps


Fig. 47: Locating Air Intake Tube Screws

Fig. 48: Identifying Air Intake

Perform Battery, connecting. See BATTERY DISCONNECTING AND CONNECTING
OIL PUMP AND LINE (B5254T7)

OIL PUMP
Special tools
999 5304 SEPARATOR (DRIVE FLANGE) M45-M47 II.

Tool description: SEPARATOR (DRIVE FLANGE) M45-M47 II.
Tool boards: 43
REMOVAL
Remove timing belt. See TIMING BELT

see 9995304
Fig. 50: Identifying Oil Pump Bolts

INSTALLATION

CAUTION: Take extra care not to damage the seal.
Torque: M6
10 Nm
Fig. 52: Identifying Crankshaft Sprocket

NOTE: The component can only be installed in 1 position.
VALVE, PISTON COOLING

REMOVAL
Remove engine pad right. See ENGINE SUPPORT INSULATOR, RIGHT
Fig. 53: Locating Upper Timing Belt Cover Bolts

Torque: M6
10 Nm
Fig. 54: Identifying Upper Timing Belt Cover

Fig. 55: Identifying Lower Timing Belt Cover Screw

Torque: M6
10 Nm
Fig. 56: Supporting Engine with Special Tool (9997103, 9995185)

Fig. 57: Locating Piston Cooling Nozzle Bolt

Torque: Piston cooling nozzle
32 Nm
INSTALLATION
OIL FILTER
OIL FILTER
REMOVAL
See information about lifting points body, see JACKING POINTS BODY

Torque: M6
10 Nm

25 Nm


WARNING: Hot fluid.
50 Nm
INSTALLATION

OIL COOLER
OIL COOLER, ENGINE
REMOVAL
Drain engine oil. See ENGINE OIL

Fig. 64: Removing/Installing Oil Cooler

Torque: M7
17 Nm
INSTALLATION
Fill cooling system, draining, filling, and bleeding, see COOLING SYSTEM - DRAINING, CHARGING
AND BLEEDING
ACCESSORIES AND EQUIPMENT Media, Communication And Navigation - Installation Instructions, Accessories
ACCESSORIES AND EQUIPMENT
Media, Communication And Navigation - Installation Instructions, Accessories
CD PLAYER, MD/CD PLAYER, CD CHANGER

CD PLAYER, MD/CD PLAYER, CD CHANGER
NOTE: This accessory is connected to the car's electrical system. It requires software
unique to the car.


NOTE: Wait at least five minutes before disconnecting the connectors or

removing other electrical equipment.

 Move the panel to the side to access the two screws underneath.


 Open the glove compartment.

 Use a plastic weatherstrip tool carefully to pry loose the panel. The panel is secured by a catch on each
long side.
 Pull the panel downwards.

Remove the surround around the display and media player:
 Use a small screwdriver and press in the catches at one of the surround's upper corners. Carefully prize
the surround away on one side using a plastic weatherstrip tool.
surround up until it detaches.
HINT: If there is difficulty removing the surround, press the panel back into place on both sides
and start the removal procedure again. Start from the opposite side to before.

 Press out the display module from the reverse of the center console. Press straight backwards, using both
hands.

Fig. 8: Identifying Media Player Clips

 Remove the two clips securing the cables to the media player by first pressing them to the sides and then
pulling them away downwards.
NOTE: Be careful with the optic cables so that they are not bent or stretched.
Illustration A
Fig. 9: Identifying Media Player Screws

 Remove the two screws in the lower edge of the existing media player. Save the screws, they shall be re-
used.
 Pull out the media player and detach the connectors on the rear side.
NOTE: Make a mental note of how the cables are routed on the rear side.
 Put the media player to one side. It shall not be re-used.
Illustration B
Fig. 10: Identifying Media Player Lug

 Take the new media player from the kit, and the two existing screws.
NOTE: Make sure that the fibre optic cable is routed so that it is bent to a radius
of no less than 25 mm (1").
 Plug in the connectors to the media player.

 Position the media player in the dashboard. Guide in the lug (1) at the rear edge of the media player using
one hand. The lug must be in the corresponding hole on the reverse of the heater.
 Tighten the media player using the two screws.
 Reinstall the clips with the cables on the underside of the media player.
Reinstall:
 the connector for the dashboard environment panel

 the display
 Applies to CD player/changer:
Reinstall the display surround and the media player.

 Applies to MD/CD player:
Install the new surround for the display and media player.
 Reinstall the panel on the reverse of the center console.

 Reinstall the panel on the rear edge of the center console.
 Program the function using VCT2000 (or appropriate scan tool).
HANDSFREE, BLUETOOTH
NOTE: Wiring A is for vehicles with an internal amplifier that is located in the media
player.
Wiring B and C are for vehicles with an external amplifier. This is located on the
left-hand side of the cargo compartment.
Cars with Performance Sound have internal amplifier.
Cars with the High Performance and Premium Sound audio systems have
external amplifier.
There may be components in the accessories kit that are not used for this
installation.
NOTE: When installing Velcro fasteners/tape the underlying surface must be kept at a
temperature of at least +20° C (68°F).
Place the manual for this accessory in a suitable place in the vehicle.
PREPARATIONS
Fig. 11: Identifying Ignition Key In "0" Position

 Set the ignition switch to position 0.


 Pry off the panel in front of the center console. It is secured with two clips on each short side.
Fig. 13: Identifying Center Console Tape Location

 Apply tape to the center console to protect it during removal and installation of the glove compartment.

 Remove the panel.


 Detach the clip holding the vent from the glove compartment.

 Remove the rubber mat from the glovebox.

 Remove the 5 x screws from the opening.
 Pull the glovebox straight back in the vehicle in order to release the hidden clips, x 2, in the top edge.

Fig. 18: Locating Vent Screw

 Remove the screws for the vent.

 Pull off the vent to the right and place to one side.
Fig. 19: Identifying Soundproofing Panel Clips

 Remove the clips at the rear edge of the soundproofing panel and remove it.
Fig. 20: Identifying Tunnel Console Panel

 Pry off the panel at the rear edge of the center console.
 Unplug the connectors.
Fig. 21: Identifying Tunnel Console Panel Screws


player cover. Use a small screwdriver. Carefully pry off the surround at the corner. Use a weatherstrip
tool.

 Press out the display module from the reverse of the center console. Use both hands and press straight
back.
Fig. 24: Identifying Gear Select Lever Boot

 Remove the gear selector lever boot from the center console. First pry it off at the front edge using a
weatherstrip tool and then unhook it at the rear edge.

 Remove the two screws.

 Remove the connector on the reverse of the center console.


 Remove the two screws from the bottom of the media player.
 Pull out the media player. Disconnect the connector on the reverse side.
NOTE: Note how the wiring is packed on the reverse. The fibre optic cables are
easily damaged and must not be bent to a radius less than 25 mm (1").
Fig. 28: Identifying Media Player Connectors

Applies to cars with internal amplifier
 Remove cable harness A from the kit.
Applies to cars with external amplifier

 Remove cable harness B from the kit.
 Connect the gray connector (2) in the new cable harness to the gray connector (3) which was detached
from the media player.
 Take a 700 mm piece of foam tape and cut into three pieces of the same length. Tape one piece around
connectors (2) and (3). Position these to the left, in the opening so that they are not in the way when
installing the media player.
 Connect the gray connector (1) in the new cable harness to the corresponding socket in the media player.
 Route the cable harness with the connectors down on the right-hand side in the center console.
 Plug the remaining connectors which where detached into the media player.
 Reinstall the media player and secure it.
INSTALLING THE CONTROL PANEL
Fig. 29: Installing Control Panel (1 Of 6)

 Clean the area on the center console as shown in the illustration, which corresponds to the size of the
double-sided adhesive tape. Use a solution of 25% isopropanol and 75% water, as well as a lint free cloth.
Dry with care, do not rub.
 Allow to dry.
A

 Place the control panel cable in the groove as shown in the illustration.


 Remove the protective film from the tape and press the control panel edge to edge against the climate
panel and according to the dimensions in the image.

 Press the cable securely into the compartment that is in the joint between the front and rear side of the
center console. Stop level with the lower edge of the display opening.
 Reinstall the center console, connect the green connector and install the screws.
 Install the gear selector boot in the center console starting at the rear edge.

 Pull the 2 cables down on the right-hand side of the center console.
INSTALLING THE MICROPHONE

 Remove the A-pillar panel on the right-hand side.

Fig. 36: Removing Sealing Strip

 Remove the sealing strip.
Fig. 37: Applying Foam Tape

 Tape a 700 mm length piece of foam tape on the microphone cable starting 110 mm from the
microphone.
Fig. 38: Cleaning Microphone And Headlining

 Clean the microphone and the headlining in the area shown in the illustration, which corresponds to the
size of the double-sided adhesive tape. Use a solution of 25% isoproanol and 75% water, as well as a lint
free cloth.
 Allow to dry.
NOTE: In cases where the area is heavily soiled or treated with cockpit shine, first
clean using a washing up detergent.
 Remove the backing tape from one side of the Velcro strip and press it onto the microphone.
Fig. 39: Pressing Microphone Securely Onto Ceiling Panel

 Remove the remaining protective film from the Velcro strip and press the microphone securely onto the
ceiling panel as shown in the illustration.
NOTE: Direct the microphone towards the driver.
Fig. 40: Routing Microphone Cable On Top Side Of Ceiling Panel

 Route the microphone cable on the top side of the ceiling panel. The microphone cable must point
inwards so that it is not visible.

 Pull the cable down along the A-pillar to the dashboard.

 Cut off two 100x50mm pieces of foam tape in the middle.
 Secure the cable to the A-pillar using foam tape.

 Reinstall the A-pillar panel.
Fig. 43: Reinstalling Sealing Strip

 Reinstall the sealing strip and ensure that it ends up on the outside of the panel.
Fig. 44: Securing Microphone Cable Using Small Tie-Strap

 Secure the microphone cable using a small tie-strap.
Fig. 45: Identifying Control Module Cable Harness

 Take the cable harness and control module from the kit. Connect the cable harness to the control module
(1).
 Lock the catch (2).
Fig. 46: Identifying Thick Foam Tape

 Get a thick foam tape from the kit and fasten it on the front of the control module. Fold up the foam tape
around the corners and edges of the control module.
Fig. 47: Identifying Small Foam Tape

 Get three small pieces of foam tape from the kit and fasten these on the back of the control module.
Fig. 48: Identifying Right-Hand Front Door Sill Trim Panel

 Remove the sill trim panel at the right-hand front door. First pull off the front edge of the sill trim panel
so that the clip releases. Then continue backward until the remaining clips on the underside have released.
Fig. 49: Identifying Floor Mat

 Unscrew the clips holding the floor carpet.

 Fold aside the floor mat to access the bulkhead panel inside.
NOTE: Take care not to create folds in the carpet.

Fig. 50: View Of Control Module Positioning

 Place the control module with the thick foam tape forward, against the bulkhead.
Fig. 51: Identifying Control Module And Floor Mat

 Fold aside the cable harnesses (1) so that they do not end up between the control module and floor mat.
 Route the control module's cable harness under the cable harnesses (2) and on toward the tunnel console.
Fig. 52: Folding Aside Floor Mat

 Fold the carpet to the right of the center console.
Fig. 53: View Of Foam Tape Pieces To Relay

 Take the relay from the kit.

 Connect the connector from cable harness A to the relay.
 Tape two thick pieces of foam tape around the relay.
Fig. 54: Locating Relay Placement

 Place the relay between the carpet and the climate control unit as shown in the illustration.
Fig. 55: Connecting Connectors

 Connect the connectors as shown in the illustration.
1. 1. Cable harness A is connected to the cable from the control module.

 Take one of the cut pieces of foam tape and tape around the connectors.
Fig. 56: Pulling Out Cable From Tunnel Console

 Place the connectors and the excess wiring inside the center console.
Fig. 57: View Of Secured Microphone Cable

 Take two large tie straps from the kit and secure the cable from the microphone on top of the collision
pipe.
 Also secure cable harness B that is to be later routed back to the external amplifier.
APPLIES TO CARS WITH EXTERNAL AMPLIFIER.



Fig. 59: Removing Covers On Each Side Of Divider

 Remove the covers on each side of the divider.

Fig. 60: Locating Divider Nuts

 Unscrew the two nuts on each side of the divider four turns.
Fig. 61: Lowering Divider Slightly And Loosening Third Nut On Each Side Of Divider
 Lower the divider slightly.

 Unscrew the third nut on each side of the divider four turns.
Fig. 62: View Of Divider Completely Lowered

 Lower the divider completely.
Fig. 63: Detaching Wire Frame From Clip

 Detach the wire frame from the clip.

Fig. 64: Locking Partition Arms In Place With Cable Tie

 Lock the two partition arms in place with a cable tie (for example) on the right and left side.
Fig. 65: Removing Divider

 Remove the partition by taking hold of the arms and lifting upward.
Fig. 66: Lifting Out Tool Box Cover

Remove:
 the cover.

 Remove the screw clip and load securing eyelet with its screw.
Applies to cars with a tool box
Remove:
 the screw clip.

 the screw.
 the toolbox.

 Remove the three screws and the cargo lashing eyes from the floor.

 Remove the cover for the tailgate's stop, by prying, with a weatherstrip tool, between the cover and the
sealing strip. Carry this out on both the left and right-hand sides.


 Remove the emergency opening handle by pressing out the pin at the eye and unhook the wire.


 Pull the sill molding up until the clips release. Remove the large connector and remove the sill molding.
Fig. 74: Removing Cargo Compartment Carpeting


 Remove the rubber stop on the roof's stop bracket on both the right and left-hand sides.
Fig. 76: Removing Roof Stop Bracket

 Mark out the stop bracket for the roof in relation to the screw.
 Carry out on both the left and right-hand sides.
Fig. 77: Removing Load Divider Lock

 Remove the lock for the load divider by prying between the carpet and lock using a weatherstrip tool.
Carry this out on both the right and left-hand sides. Remove the connector on the left-hand lock.

 Remove the screws and the cargo lashing eyes on both the right and left-hand sides.
Fig. 79: Removing Stop Bracket Cover

 Remove the cover for the stop bracket on both the left and right-hand sides.
Fig. 80: Removing Screw, Nut, And Roof's Stop Braces

 Mark out the stop brackets for the roof in relation to the screw and the nut.
 Remove the screw, nut and the roof's stop braces.
Fig. 81: Removing Sill Panel Clips

 Detach the four clips on the side panels on both the right and left-hand sides.
Fig. 82: Removing Side Panels

 Remove the side panels on both the left and right-hand sides, by unhooking them from the stop lugs at the
front edge and then pulling them outwards and upwards so that they release from the weatherstrip.


Fig. 85: Identifying Rear Sill Trim Panel And Screw

 Remove the screw and the rear sill trim panel.

Fig. 86: Routing Cable Between Floor Carpet And Sill

 Route the cable between the floor carpet and the sill. Position the cable so that it is not trapped or
damaged.
Fig. 87: Routing Cable Into Cargo Compartment

 Route the cable along the existing cable harness backwards and into the cargo compartment.
Fig. 88: Routing Cables Along Existing Cable Harnesses In Cargo Compartment
 Route the cables along the existing cable harnesses in the cargo compartment.
Fig. 89: Routing Cable Harness To Amplifier

 Route the cable harness along the existing cable harnesses in the cargo compartment, away to the
amplifier.
 Secure with three small cable ties
Fig. 90: Removing Subwoofer Amplifier

Applies to cars with subwoofer amplifier
 Remove the subwoofer amplifier by removing the screws and unplugging the connectors.
Fig. 91: Detaching Cable Harness From Weld Screw

 Detach the cable harness from the weld screw.

Fig. 92: Identifying Amplifier Screw (1) And Nuts (2)

 Remove the screw and the two nuts.

 Lift the amplifier forward.
Fig. 93: Identifying Green Connector

 Remove the green connector.

Fig. 94: Identifying Cable Harness C And Connectors

 Remove cable harness C from the kit.

 Route the white connector for the cable harness through the hole from the compartment behind the
amplifier and out to the cargo compartment.
Fig. 95: Connecting Cable Harness C To Amplifier

 Connect cable harness C to the amplifier as follows:

1. 1. Connector (1) that was disconnected from the amplifier is connected to the female connector (2)
on the adapter cable.
2. 2. Connector (3) is connected to the amplifier.
 Tape one piece of the cut thin foam tape around the connectors 1 and 2.
Fig. 96: Identifying Amplifier Nut (1) And Screws (2)

 Reinstall the amplifier with nut and screws, tightening torque 10 Nm (7 lbf. ft) .
 Reinstall the cable harness on the weld screw.
 Reinstall any amplifiers for subwoofers.

 Connect the connect from cable harness C and the newly routed cable harness connector to the relay.
Fig. 98: Securing Cable Harness Using Large Tie-Strap

 Place the relay on the existing cable harness and secure it using a large tie-strap. Place any cable excess in
front of the amplifier.
FINISHING WORK
Fig. 99: Identifying Glove Box Connectors

 Reinstall the connectors to the rear section of the glove box. Note the color marking on the cable for the
right-hand connector.
Fig. 100: Identifying Glovebox Rear Section

Passenger compartment
Reinstall:
 the lower vent.

 the rear section of the glovebox by guiding it in diagonally inside the center console and then straight
forward. The rear section must be positioned on the outside of the remaining inner section.
 the clip in the air vent on the end face of the dashboard.
 the panel on the dashboard end face.
 the panel on the center console rear edge.
 the display unit.
 the surround for the display.
 the panel in front of the center console and remove the tape.
 the sill trim panels.
 the sealing strip.
 seat cushions and backrests.
Cargo compartment
Reinstall:
 the side panels (Check that the sealing strip is on the outside of the panel).
 the cover for the cargo compartment stop.

 the load securing eyelets. Torque tighten to 24 Nm (18 lbf. ft.)
 the toolbox.
 the divider, remove the tie-straps, tighten the nuts to 10Nm (7.3 lbf. ft) .
Fig. 101: Control Panel Buttons

Carry out a function test as follows:
 Set the ignition switch to position (I).

 Turn on the radio.
 Check that the control panel for Bluetooth lights up.
 Press the button (1) in the middle of the control panel. The radio should mute and a voice should be
heard.
 Press the button (2). The voice should stop and the radio sound should return.
HANDSFREE, MICROPHONE
HANDSFREE, MICROPHONE
Fig. 102: Replacing Handsfree Microphone (1 Of 22)






















NAVIGATION SYSTEM, PORTABLE, INSTALLATION KIT TMC (2006-2007)

NAVIGATION SYSTEM, PORTABLE, INSTALLATION KIT TMC
Fig. 124: Identifying Navigation System Short Cable

NOTE: On cars being installed with the portable Navigation system and TMC kit, the
short cable harness in the Navigation system kit (see illustration) must not be
used. It must be replaced with cable harness A in the TMC kit.

Fig. 126: View Of Air Vents In Up Position

 Angle up both air vents.
Fig. 127: Identifying Air Vent Removal

 Grip the air vent, press it out and pull it up.

 Do the equivalent to the other air vent.
A
Fig. 128: Identifying Air Vent Housing Catches

 Insert a scriber and push up one of the catches in the lower edge of the air vents' housing.
 Insert the special tool 9995919 in the space which is opened and pull out until the catch releases.
 Repeat this until all catches in the lower edge have released.
Fig. 129: Identifying Air Vent Housing

 Grip the ends of the housing and pull out until all catches on both the top and bottom are fully free from
the inside of the dashboard. If necessary, use a weatherstrip tool to prize out the ends of the housing.

Pull alternately on the right and left-hand sides, otherwise the edge of the
housing will crack where it enters the air ducts on the inside. The housing is
secured firmly so force will be required to release it.
Fig. 130: Identifying Warning Flasher Connector

 Unplug the connector for the warning flashers and move the unit aside.



 Detach the surround around the display and the media player by pressing in the catch at the edge of the
media player cover. Use a small screwdriver. Carefully pry off the surround at the corner. Use a plastic
weatherstrip tool.

back.

 Carefully pry off the panel at the rear edge of the center console. Use a weatherstrip tool. The panel is
secured by a catch on each of the short sides.
 Unplug the connector of the 12V socket.
APPLIES TO CARS WITH MANUAL GEARBOX
Fig. 135: Identifying Gear Selector Lever Boot

Fig. 136: Identifying Gearshift Knob

 Loosen the gearshift knob from the shift by pressing down the knob and turning it slight more than a 1/4
turn counter-clockwise and pull it up.


 Remove the center console's panel from the dashboard and tunnel console.

NOTE: Make sure that the optic cables are not bent or stretched. They may not be bent
with a radius less than 25 mm (1").

APPLIES TO ALL CARS WITH AND WITHOUT SPEAKER GRILLES

 Press in the catch and disconnect the connector on the underneath of the GPS cradle.
Fig. 142: Identifying Cradle Cable Connectors

 Disconnect the two green connectors on the cable for the cradle from each other. Follow the disconnected
cable from the cradle, the connectors are inside the dashboard.
 Place the short cable to one side. A new cable is in the kit.
Fig. 143: Identifying Cable Harness A

 Take cable harness A and TMC unit C from the kit and connect the larger green connectors to each
other.
Fig. 144: Identifying Foam Tape

 Take the foam tape from the kit and remove the protective tape.
Fig. 145: View Of Foam Tape Wrapped Connectors

 Wrap the foam tape around the ferrite and the green connectors to prevent any rattling.
A
Fig. 146: Identifying Harnesses Underneath GPS Cradle

 Now take the gray connector on the joined cable harnesses and connect underneath the GPS cradle.
Fig. 147: View Of Small Green Connectors

 Connect the two remaining small green connectors to each other.
A
Fig. 148: Identifying Receptacle Housing Catch

 Carefully pry up and remove the catch in the receptacle housing on the cable terminal for the socket
marked 1 for the media player. Use a thin pointed object.
Fig. 149: Identifying Receptacle Housing Rear Edge Catch

 Carefully pry up the two small catches at the rear edge of the receptacle housing and carefully pull out the
cable terminal.
Fig. 150: Identifying Antenna Cable Harness

 Separate the two cables in the antenna cable harness for the media player from each other approximately
100 mm (4") .
Fig. 151: Identifying Antenna Cable Receptacle Housing

 Take the antenna cable B from the kit. Carefully pry up the catch and pull out the cable terminal from the
receptacle housing.
Fig. 152: Identifying Media Player Cable Housing

 Take the newly removed receptacle housing and carefully push it into the loose cable terminal on the
contact in the cable for the media player.
Fig. 153: Identifying Loose Cable Terminal

 Take the loose cable terminal in the antenna cable B and carefully secure the receptacle housing to the
cables for the media player.

 Press the catch securely into the receptacle housing.
Fig. 155: Identifying Cable Terminal Connection

 Connect the previously disconnected cable terminal on the cable from the media player's receptacle
housing to IN on TMC unit C .
Fig. 156: Identifying Antenna Cable B To Out

 Connect the remaining end to antenna cable B to OUT on TMC unit C .

 Take the foam tape from the kit and remove the protective tape from it.
Fig. 158: Identifying Foam Tape Wrapped TMC Unit

 Wrap foam tape around the TMC unit.
Fig. 159: View Of Clamped Excess Cable

 Clamp the cable excess around the TMC unit using a cable tie from the kit. Ensure that there is enough
excess to connect the antenna cable to the media player and the cable to the GPS cradle.
Fig. 160: View Of Stowed Excess Cable

 Place the cable excess and TMC unit C in the space under the location for the media player.

 Connect the disconnected connectors to the media player.
NOTE: Space is confined at the media player and there are many cables so take care to
ensure that it is positioned so that no cables are trapped or are at risk of being
chafed.
 Install the media player and tighten using the two screws.

 Connect and reinstall the media player.
NOTE: Ensure that the cables that run to the cradle are positioned so that they are not
at risk of being cut off when the media player is reinstalled. Space is confined.
Fig. 163: Identifying GPS Cradle Cable Harnesses

A and B
Fig. 164: Identifying Air Duct Pushed Into Position

 Now position the cable harnesses from the GPS cradle and the hazard warning flasher in-between the two
air ducts, when pushed into position.
 Secure the two small green connectors from the thin cable harness from the GPS cradle using a piece of
butyl tape in a suitable position to prevent rattling.
 Connect the connector to the hazard warning flasher. Check between the ribs in the outlets so that the
cables do not obstruct the air ducts.
 Carefully press the outlets into place.
Fig. 165: Locating Connector To The Hazard Warning Flasher

Fig. 166: View Of Cradle Install

 Reinstall the outlets. Ensure that the cables to the cradle are not trapped.
Fig. 167: Installing Air Vents

Fig. 168: Identifying Climate Panel Connector Screws

 Refit the center console.

 Connect the climate panel connector.


Fig. 170: Identifying Shift Knob And Shift Boot

Fig. 171: View Of Shift Boot Installed


Fig. 172: Installing Center Console

Fig. 173: Installing Media Player Connectors

Fig. 174: Installing Media Player


Fig. 176: Identifying Ignition In ON Position and Connecting Negative Battery Lead
 Turn the ignition key to position II.

NAVIGATION SYSTEM, PORTABLE, INSTALLATION KIT TMC (2008-2012)

NAVIGATION SYSTEM, PORTABLE, INSTALLATION KIT TMC
Fig. 177: Identifying Navigation System Short Cable

NOTE: On cars being installed with the portable Navigation system and TMC kit, the
short cable harness in the Navigation system kit (see illustration) must not be
used. It must be replaced with cable harness A in the TMC kit.

Fig. 179: Identifying Ventilation Outlet Removal

 Remove the ventilation outlet by carefully inserting special tool 9995919 between the ribs and carefully
pulling up the four catches on the lower edge. Carefully pry using a weatherstrip tool.
NOTE: Pay particular care to the dashboard and the outlet ribs. These can easily be
damaged as the outlet is mounted very firmly.
Fig. 180: Identifying Warning Flasher Connectors



Fig. 182: Identifying Rubber Mat And Storage Compartment

 Remove the rubber mat and storage compartment.

weatherstrip tool.

back.
Fig. 185: Identifying Hand Brake Lever Panel

 Carefully pry loose and remove the hand brake lever's panel.
Fig. 186: Identifying Rear Edge Screw Cover



Fig. 189: Identifying Center Console Rear Edge Screws

APPLIES TO THE C70




 Remove the rear cup holder from the rear tunnel compartment by prying at the leading edge and pressing
in the catches, first at the leading edge and then on the sides.



 Remove the rear tunnel compartment by pulling it upward (1) rearward (2) so that it releases from its
catches.
Fig. 195: Identifying Front Edge Tunnel Console Screws

 Remove the two screws along the front edge of the tunnel console.
A and B
Fig. 196: Identifying Tunnel Console Lock Catch

 Carefully pull up the lock catch with special tool 9995919 . At the same time, slide the whole tunnel
console backward so that the two rear screws in the center console's panel can be accessed.
Fig. 197: View Of Sliding Tunnel Console Backward

Fig. 198: Locating Center Console Screws




APPLIES TO CARS WITH AND WITHOUT SPEAKER GRILLES


 Press in the catch and disconnect the connector on the underneath of the GPS cradle.
Fig. 203: Identifying Cradle Cable Connectors

 Disconnect the two green connectors on the cable for the cradle from each other. Follow the disconnected
cable from the cradle, the connectors are inside the dashboard.
 Place the short cable to one side. A new cable is in the kit.
Fig. 204: Identifying Cable Harness A

 Take cable harness A and TMC unit C from the kit and connect the larger green connectors to each
other.

Fig. 206: View Of Foam Tape Wrapped Connectors

 Wrap the foam tape around the ferrite and the green connectors to prevent any rattling.
Fig. 207: Identifying Harnesses Underneath GPS Cradle

 Now take the gray connector on the joined cable harnesses and connect underneath the GPS cradle.
B
Fig. 208: View Of Small Green Connectors

 Connect the two remaining small green connectors to each other.

 Carefully pry up and remove the catch in the receptacle housing on the cable terminal for the socket
marked 1 in the contact to the media player. Use a thin pointed object.
B
Fig. 210: Identifying Receptacle Housing Rear Edge Catch

 Carefully pry up the two small catches at the rear edge of the receptacle housing and carefully pull out the
cable terminal.
Fig. 211: Identifying Antenna Cable Harness

 Separate the two cables in the antenna cable harness for the media player from each other approximately
100 mm (4") .
Fig. 212: Identifying Antenna Cable Receptacle Housing

 Take the antenna cable B from the kit. Carefully pry up the catch and pull out the cable terminal from the
receptacle housing.
Fig. 213: Identifying Media Player Cable Housing

 Take the newly removed receptacle housing and carefully push it into the loose cable terminal on the
contact in the cable for the media player.
Fig. 214: Identifying Loose Cable Terminal

 Take the loose cable terminal in the antenna cable B and carefully secure the receptacle housing to the
cables for the media player.

 Press the catch securely into the receptacle housing.

Fig. 216: Identifying Cable Terminal Connection

 Connect the previously disconnected cable terminal on the cable from the media player's receptacle
housing to IN on TMC unit C .
Fig. 217: Identifying Antenna Cable B To Out

 Connect the remaining end to antenna cable B to OUT on TMC unit C .


Fig. 219: Identifying Foam Tape Wrapped TMC Unit

 Wrap foam tape around the TMC unit.

Fig. 220: View Of Clamped Excess Cable

 Clamp the cable excess around the TMC unit using a cable tie from the kit. Ensure that there is enough
excess to connect the antenna cable to the media player and the cable to the GPS cradle.
Fig. 221: View Of Stowed Excess Cable

 Place the cable excess and TMC unit C in the space under the location for the media player.
A and B

 Connect the disconnected connectors to the media player.
NOTE: Space is confined at the media player and there are many cables so take care to
ensure that it is positioned so that no cables are trapped or are at risk of being
chafed.
 Install the media player and tighten using the two screws.


A and B
Fig. 225: Identifying Hazard Warning Flasher Harness

 Now position the cable harnesses from the GPS cradle and the hazard warning flasher in-between the two
air ducts, when pushed into position.
 Secure the two small green connectors from the thin cable harness from the GPS cradle using a piece of
butyl tape in a suitable position to prevent rattling.
 Connect the connector to the hazard warning flasher. Check between the ribs in the outlets so that the
cables do not obstruct the air ducts.
 Carefully press the outlets into place.
Fig. 226: Locating Connector To The Hazard Warning Flasher






Fig. 231: Sliding Tunnel Console Forward


Fig. 233: Identifying Center Console Back Panel Screws

Fig. 234: Locating Rubber Mat And Storage Compartment


Fig. 236: Locating Rear Tunnel Compartment Screw Cover





APPLIES TO THE C70
Fig. 241: View Of Rear Tunnel Compartment Installed


Fig. 243: Identifying Rear Tunnel Compartment Cover

Fig. 244: Identifying Rear Seat Cushion


INFOTAINMENT LEVELS UPGRADING

INFOTAINMENT LEVELS UPGRADING
NOTE: CD-player, CD-changer. This accessory is connected to the car's electrical

system and requires vehicle-unique software.
APPLIES TO CARS UP TO MODEL YEAR -07



NOTE: Wait at least five minutes before disassembling the connectors or removing




 Use a plastic weatherstrip tool carefully to pry loose the panel. The panel is secured by a catch on each
long side.

Remove the surround around the display and media player:
 Use a small screwdriver and press in the catches at one of the surround's upper corners. Carefully prize
 Repeat the procedure for the other side and then fold the surround backwards into the vehicle. Pull the
HINT: If there is difficulty removing the surround, press the panel back into place on both sides and
start the removal procedure again. Start from the opposite side to before.

 Press out the display module from the reverse of the center console. Press straight backwards, using both
hands.


Illustration A

 Remove the two screws in the lower edge of the existing media player. Save the screws, they shall be re-
used.
NOTE: Make a mental note of how the cables are routed on the rear side.
 Put the media player to one side. It shall not be re-used.
Illustration B

NOTE: Make sure that the fibre optic cable is routed so that it is bent to a radius of no
less than 25 mm (1").
Plug in the connectors to the media player.
 Position the media player in the dashboard. Guide in the lug (1) at the rear edge of the media player using
one hand. The lug must be in the corresponding hole on the reverse of the heater.
 Reinstall the clips with the cables on the underside of the media player.
Reinstall:
 connector for the dashboard environment panel

 the display
 the surround around the display and media player
 the panel on the rear of the center console
 the panel at the rear edge of the center console.
FOR CARS FROM MODEL YEAR 08-






weatherstrip tool.

back.

 Carefully pry loose and remove the hand brake lever's panel.






APPLIES TO THE C70





catches.









 Pull out the media player and unplug the connectors on the back. Lay it aside, new is included in the kit.


 Install the media player in the dashboard.

 Guide in the lug (1) at the rear of the media player with one hand. The lug must be in the matching hole
on the back of the heater.



















APPLIES TO THE C70








MOBILITY CONNECTION PACKAGE, C70

MOBILITY CONNECTION PACKAGE
NOTE: When installing Velcro strips/tape, the surface must be at a temperature of at

least +20°C (68° F).
Navigation system portable:
For information regarding the GARMIN device, see www. garmin. com .
The disc marked A in the kit image is used on cars with loudspeaker grilles.
Bluetooth handsfree:
installation.
USB/iPod Music Player:
This accessory requires software unique to the car.
Fig. 301: Identifying Wrench, Screws And Nuts

NOTE: Take care when handling the components, they are fragile and are easily
damaged.
 Take the three screws M5x25 part no. 986957 and nuts from the kit.
 To prevent excessive resistance when the nut for the holder is tightened, hold the screw and screw the nut
on and off the threaded part of the screw. Carry this out on all screws and nuts.
Fig. 302: Identifying Removal Screws Holding Connector In Holder

 Take special tool 9814104 (Torx driver, Torx 6), and unscrew the two screws holding the connector in the
holder.
 Carefully push the connector to one side with the cable to expose the bottom of the holder.
Fig. 303: Identifying Spacers

 Take the kit with the four spacers from the installation kit.
 Carefully pry off the spacer using P/N 31212784 . The part number (1) is on the bottom of the spacer.
Fig. 304: Identifying Screws Inserted In Spacer

 Take the three screws and insert them in the spacer fully.
Fig. 305: Applying Pieces Of Butyl Tape To Screws

 Apply pieces of butyl tape to the screws so that the screw heads do not protrude outside the spacer when
installing it.
Illustration A
Fig. 306: Identifying Spacer In Bottom Of Holder

 Install the spacer in the bottom of the holder.
Illustration B
Fig. 307: Identifying Spacer Secured In Position

 Ensure that the holder's two screw turrets align between the small pins in the oblong holes in the spacer.
A click should be heard when the spacer is securely in position.
Fig. 308: Aligning Guide Hole With Pin

 Place the connector in the bottom of the hole. The guide hole (1) in the connector's circuit board must
align in the corresponding pin at the bottom of the holder and the holes (2) in the circuit board must be
over the holder's screw turret.
Fig. 309: Identifying Connector Tightened To Holder With Torx Screws

 Take the small Torx screws and carefully tighten the connector to the holder. Ensure that the connector's
circuit board is properly against the screw turret and that there is no play.
 Remove the butyl tape from the screws.

APPLIES TO CARS WITHOUT LOUDSPEAKER GRILLES
Fig. 311: Identifying Template Kit

 Remove the template from the kit. Cut around the outer lines.
Fig. 312: View Of Template Placement

 Place the template with the lower edge 21 mm (53/64") from the top edge of the air outlet and centered
along a line between the button for the warning flashers and the LED.
 Tape the template in position.
Fig. 313: Removing Ventilation Outlet

pulling up the four catches on the lower edge.
 Carefully pry using a weatherstrip tool at the same time.
NOTE: Pay particular care to the dashboard and the outlet ribs; these can easily be
damaged. The outlet is mounted very firmly.

Fig. 315: View Of Template Drilling

 Cover the opening to the air ducts with paper to avoid chips filling into these.
 Spread out a piece of paper inside the dashboard to catch the drill chips.
 Choose LHD or RHD on the drilling template and mark the holes in the center using a scriber.
 Take a Ø5mm (13/64") drill bit. Attach a 15 mm (19/32") drill stop.
 Predrill the holes according to the template. Drill square to the dashboard where the holes are to be
positioned.

Illustration A
Fig. 316: View Of Hole Saw

 Select aØ14 mm (9/16") hole saw.

 Swap the central drill bit in the hole saw for a Ø5 mm (13/64") drill bit. The hole in the holder is larger
than the diameter of the drill bit. Wrap tape around the end of the drill bit to make sure it sits firmly in
place in the hole. Do not lock the central drill bit with the lock screw. The drill bit must only be used for
guiding the hole saw because the holes in the dashboard's lower part cannot be larger than Ø5 mm
(13/64") .
Illustration B
Fig. 317: View Of Drilled Cradle's Feet

 Fit a 9 mm (23/64") drill stop.

 Drill out for the cradle's three feet.
NOTE: Only drill through the vinyl layer and foam layer, not through the plastic layer
(1) on the lower part of the dashboard as this will make the hole too large for the
nuts that are to be tightened from underneath.
Fig. 318: Identifying Center Drill Hole For Connector

 Select a Ø25 mm (1") hole saw.

 Change the center drill in the hole saw back to the original drill bit.
 Drill for the connection of the connector. Drill through all layers of the dashboard. Use a 25 mm (1")
drill stop.
Fig. 319: Clearing Any Chips From Holes Using Screwdriver

 Use a small screwdriver and clear the three small holes from any chips so that the underlying plastic layer
appears.
 Remove the paper from the air ducts and the paper from under the dashboard. Make sure no chips are left
inside the dashboard.
Fig. 320: Identifying Cradle Nuts

 Take out the cradle and insert the three stud bolts down through the holes in the dashboard's plastic layer.
 Take out the three nuts and tighten the cradle on the dashboard.
Fig. 321: Tighten Cradle Nuts

 Take out the three nuts from the kit and tighten the cradle.
Fig. 322: Identifying Connection Cable

 Take out the short connection cable from the kit and secure the connector to the bottom of the cradle.
APPLIES TO CARS WITH LOUDSPEAKER GRILLES

pulling up the four catches on the lower edge.
 Carefully pry using a weatherstrip tool at the same time.
NOTE: Pay particular care to the dashboard and the outlet ribs. These can easily be
damaged. The outlet is mounted very firmly.


Fig. 326: View Of Template To Loudspeaker Grille

 Tape the template to the loudspeaker grille.
Fig. 327: View Of Template In Position

 Spread out a piece of paper inside the dashboard to catch the shavings. Drill square to the loudspeaker
grille where the holes are to be positioned.
 Choose LHD or RHD on the drilling template and carefully predrill the holes according to the template
using a Ø3 mm (1/8") drill bit. Continue to drill through the console to the loudspeaker located 15 mm
(19/32") behind the grille.
Fig. 328: View Of Drill Bit Depth Measurement

Illustration A
Fig. 329: Removing Loudspeaker Grille

 Remove the loudspeaker grille as follows:
Insert the tool, part no. 9995919 in the joint between the loudspeaker grille and the dashboard
approximately as shown in the illustration, until it engages.
 Twist the tool 90° so that the bent section engages with the underneath of the loudspeaker grille.
Illustration B
Fig. 330: View Of Detached Loudspeaker Grill

 Pull upwards until the loudspeaker grille detaches. The loudspeaker grille is securely fastened by four
clips. Move the tool closer to the clip to facilitate removal.
 Lift out the loudspeaker grille.
Fig. 331: Drilling Holes For Feet Of Cradle

 Drill the three holes for the cradle's feet using a step drill Ø14 mm (9/16") .
Fig. 332: Drilling Out Hole

 Take the step drill and drill out the hole for the connection in the holder using a Ø28 mm (1 7/64") drill
bit .
Fig. 333: Identifying Hole Saw Drill Positioning

 Tape a piece cloth over the loudspeaker.

 Drill the corresponding hole in the loudspeaker console using a Ø25 mm (1") hole saw.
Fig. 334: Drilling Holes For Stud Screws

 Drill the holes for the holder's stud screws using a Ø7 (9/32") mm drill bit.
 Remove the cloth.
Fig. 335: Identifying Cradle To Loudspeaker Grille

 Take three nuts, washer and the cradle out of the kit and secure to the loudspeaker grille.
 Tighten the cradle.
Fig. 336: Identifying Cradle Screws



 Carefully pry off the panel at the rear of the center console. Use a plastic weatherstrip tool. The panel is
attached by two clips on each of the short sides.






 Remove the five screws in the opening.
 Pull the glovebox straight back in the vehicle in order to release the two hidden clips in the top edge.





 Remove the surround around the display and media player:
Press in the catch at one of the surround's upper corners. Use a small screwdriver. Carefully pry off the
surround on the same side. Use a plastic weatherstrip tool.
HINT: If the panel is difficult to remove, press the panel on both sides again and repeat the procedure
starting at the other side.

 Remove the infotainment control module (ICM). It is secured by two hidden clips.
HINT: Grip with both hands and pull.
Fig. 347: Identifying Handbrake Panel


 Detach the hand brake panel by prying it up (1) using a weatherstrip tool and then pull it off outwards (2).
Fig. 348: Identifying Tunnel Console Armrest Screw Cover

 Fold up the tunnel console's armrest and remove the cover at the bottom.
Fig. 349: Identifying Tunnel Console Armrest Screws


Fig. 350: Identifying Tunnel Console Armrest Panel

 Loosen the rear edge of the panel, it should not be completely removed.



 Remove the cup holder from the rear tunnel compartment by prying at the leading edge and pressing in
the catches, first at the leading edge and then on the sides.


Fig. 356: Identifying Tunnel Console Connector

 Unplug the connector at the trailing edge of the tunnel console.


lifting it out.

HINT: Use special tool, P/N 9995919.


 Hold up the lock catch and at the same time slide the entire tunnel console back 20 mm , so that the two
rear screws in the center console are accessible.




 Remove the two screws holding the center console's panel to the dashboard.
 Loosen the connector to the center console at the rear.
 Remove the center console.


NOTE: Note how the wiring is packed on the reverse. The fibre optic cables are easily
damaged and must not be bent to a radius less than 25 mm (1").
Fig. 366: Identifying Big Gray Connector At Front

 Lift up the tunnel console and pull it back slightly.

 Unplug the big gray connector at the front.
Fig. 367: View Of Tunnel Console Removal

NOTE: Protect hand brake and gear lever when removing and installing the tunnel
console.
Fig. 368: Identifying USB/iPod Cable

 Get the USB/iPod cable from the kit. Insert the two contacts in the trailing edge of the tunnel console and
into the storage kit.
Fig. 369: View Of USB/iPod Cable Length

 Measure the length of the cable that is to protrude from the bottom of the storage compartment.
Fig. 370: Identifying Storage Compartment Panel

 Push on the panel, ensuring the cable is not pinched.

 Clamp in the cable harnesses to the existing cable harness using cable ties.
Fig. 372: Unplugging Connector From 12V Socket

 Unplug the connector from the 12V socket.
Fig. 373: Connecting 12V Outlet's Black Male Connector To Equivalent White Female Connector On
Routed Adapter Cable
 Place the tunnel console upside down on a surface that will not damage it.
 Remove the new cable harness from the kit and connect the 12V outlet's black male connector (1) to the
equivalent white female connector (2) on the routed adapter cable.
 Connect the remaining adapter cable's white male connector to the 12V outlet.
Fig. 374: Securing Fuse Holder And Connector On Front Edge Of Storage Compartment
 Secure the fuse holder and connector with butyl tape on the front edge of the storage compartment.
Fig. 375: Clamping-In Cable Harness Along Existing Cable Harness Using Three Tie Straps
 Clamp in the cable harness along the existing cable harness using three tie straps.
Fig. 376: Reinstalling Tunnel Console

 Reinstall the tunnel console, but do not slide it forward so far that it covers the rear screw holes for the
center console's panel.
 Plug in the connectors at the leading edge.
NOTE: Protect the hand brake and gear shift when fitting the tunnel console.
Fig. 377: View Of Fish Wire From Air Outlet

 Insert a wire spiral from the outlet where the air outlet was located and down to the right-hand side of the
tunnel console.
 Tape the connector and a piece of the cable harness to the wire spiral.
 Carefully pull the cable harness up through the hole for the air outlet.
Fig. 378: Identifying Green Connectors

 Connect the cable from the cradle to the routed cable.

 Secure the two green connectors using a piece of butyl tape in a suitable place to prevent rattling.
 Pull down all surplus cable and conceal under the floor mat.

 Connect the cable to the warning flashers.

Fig. 380: Installing Air Outlets Into Dashboard

 Press the air outlets into place in the dashboard. Make sure the cable to the cradle is not pinched.
Fig. 381: View Of Tape To The Connector

tunnel console.
Fig. 382: Identifying Short Connection Cable

 Remove the short connection cable from the kit and connect to the routed cable harness.
Fig. 383: Locating Loudspeaker Console Hole

 Pull up the cable through the hole in the loudspeaker console.

Fig. 384: View Of Routed Cable Connection

 Connect the connector in the routed cable to the connection on the cradle.
Fig. 385: Securing The Grille

NOTE: Ensure the three screws fit in their holes before securing the grille.
 Push the cable through the holes in the grille and loudspeaker bracket.
 Carefully push on the loudspeaker grille with the cradle on the loudspeaker seat. File out the holes for the
stud bolts if necessary.
 Remove the paper from inside the dashboard and the air ducts.
 Pull down all surplus cable and conceal behind the floor mat.
Fig. 386: Connecting Warning Flasher Cable


 Press the air outlets into place in the dashboard. Make sure the cable to the cradle is not pinched.

Fig. 388: Carpet Folded To Right Of Center Console

Fig. 389: Locating Cable Harness Routing

 Take the cable harness from the kit.

 Route the cables on the right-hand side of the center console.
NOTE: The fibre cables must not be bent with a radius less than 25 mm (1"). Make sure
the cables are routed so there is no risk of wear.

 Take the relay and two thick pieces of foam tape from the kit.
 Connect the connector from cable harness A to the relay.
 Tape the foam tape pieces around the relay.
Fig. 391: Locating White Metal Bracket

 Place the relay between the white metal bracket (1) and the climate unit, high up on the bulkhead
partition.
Fig. 392: Identifying Control Module Mountings

 Take the control module and two pieces of foam tape from the kit.
 Bend the mountings in on the control module.
Fig. 393: Applying Foam Tape Over Control Module (1 of 2)

 Remove the protective film on the foam tape and attach as shown in the illustration.
Fig. 394: Applying Foam Tape Over Control Module (2 Of 2)

Fig. 395: Connecting USB/iPod To Control Module

 Connect the USB/iPod connector and the fibre optic cable's connector to the adapter.
 Clamp the USB/iPod cable at the eyelet on the adapters using a cable tie.
Fig. 396: View Of Adapter Between Carpet

 Place the adapter between the carpet and the climate control unit as shown in the illustration.
NOTE: Do not damage the fibre optic cable.

 Plug in the connector (4) on the adapter cable's fibre cable to the media player.
 Plug in the remaining connectors (5) on the fibre optic cable to each other.
 Plug in the remaining connectors that were disconnected from media player.
 Take a 700 mm (27 9/16") long piece of foam tape and cut into three equal pieces. Tape around
connectors (2) and (3) and a little around connectors (5).

 Position the connectors to the left in the opening so that they are not in the way when the media player is
installed.
 Plug in the remaining connectors that were disconnected to the media player.
Fig. 399: Identifying Center Console Cleaned Area

double-sided adhesive tape. Use a solution of 25% isopropanol and 75% water , as well as a lint free
cloth. Wipe dry carefully, do not rub.
 Allow to dry.
Fig. 400: View Of Control Panel In Position

 Remove the protective film on the control panel and press in position as shown in the illustration.
Fig. 401: View Of Secured Cable

Fig. 402: Identifying Center Console Cable Routing

 Route the cable from the control panel on the right-hand side of the center console.

 Install the center console, connect the green connector and fit the screws, two at the top and two on the
rear edge.

 slide the tunnel console forward so that the locking lug secures it. At the same time, guide in the floor
carpet on the left-hand side.
Reinstall:
 the two screws at the front edge of the tunnel console.

 the panel at the parking brake.
 rear tunnel compartment with its screws and cup holder.
Fig. 405: View Of Tunnel Console Screws

 Reinstall the screws.

Fig. 406: Identifying Rear Storage Compartment Mark Position

 Make a mark at the rear of the storage compartment's bottom cover for the USB/iPod cable in the position
as shown.
Fig. 407: Identifying Rear Edge Cover Cut-Outs

 File two cut-outs at the rear edge of the cover.

Fig. 408: View Of USB/iPod Cable Bottom Cover's Slot

 Place the USB/iPod cable in the bottom cover's slot and press it into place.

Reinstall:
 the ignition control module (ICM) with the connectors, screws and frame.
 front storage compartment inside of the center console.




 Tape a 700 mm (27 9/16") length piece of foam tape on the microphone cable starting 100 mm (4 3/8")
from the microphone.

 Clean the microphone and roof panel in the area shown in the illustration, which corresponds to the size
of the double-sided adhesive tape. Use a solution of 25% isopropanol and 75% water , as well as a lint
free cloth. Wipe dry carefully, do not rub.
 Allow to dry.
 Remove the protective film from one side of the Velcro strip and press the Velcro strip onto the
microphone.

 Remove the remaining backing tape from the Velcro strip and press the microphone securely onto the

 Route the microphone cable on top of the roof panel.

 The microphone cable must be inserted so that it is concealed.


 Cut off two 100x50 mm (4x2") pieces of foam tape in the middle.




 Secure the microphone using a small cable tie.


(1).

 Take a piece of foam tape from the kit and attach it to the front of the control module.
 Fold up the foam tape around the corner and the edges on the control module.


 Detach the front sill molding by first pulling it backwards at the front edge, then straight up so that the
clips release.





 Connect the connectors for the Bluetooth system as shown in the illustration:
1. cable harness power supply

2. the microphone
3. the control panel


pipe.
 Also secure the cable harness B, that is to be later routed back to the external amplifier.

REINSTALL:

 the lower vent.

 the sound proofing.
 the clip for the vent on the glovebox.
 Remove the tape

 the panel above the center console. Check that the cable to the control panel is not pinched.
 cushion

scan tool).
Fig. 433: Identifying Bluetooth Unit

Check the function of the Bluetooth system as follows:
 Turn the ignition key to position I.

 Turn the radio on. Wait 20 seconds.

 Check that the control panel for Bluetooth illuminates. Press the round button (1) in the middle of the
control panel. The radio should then mute and a voice should be heard.
 Press the red handset button (2). The voice should now stop and the audio from the radio returns.
USB/IPOD MUSIC INTERFACE

USB/IPOD MUSIC INTERFACE
only.
NOTE: The cable between adapter and music player can be ordered for USB, iPod, or
both.
PREPARATIONS


NOTE: Wait at least five minutes before disconnecting the connectors or removing

Carefully bend loose the back of the center console with a plastic weatherstrip tool. It is secured by a lock
catch on each long side.

Use a small screwdriver and press in the catches at one of the surround's upper corners. Carefully prize
HINT: If there is difficulty removing the surround, press the panel back into place on both sides and
start the removal procedure again. Start from the opposite side to before.

 Press out the display module from the back of the center console's panel. Press straight backwards, use
both hands.

 Remove the storage compartment.


 Remove the bottom cover.



 Carefully bend loose and remove the hand brake lever's panel.
APPLIES TO THE C70



 Remove the rear cup holder from the rear tunnel compartment by prizing the front edge and pressing in
the two catches.
Fig. 445: Removing Rear Tunnel Compartment Screws

Fig. 446: Removing Rear Tunnel Compartment

 Remove the rear tunnel compartment by pulling it upward/rearward so that it releases from its retainers.


Illustration A

Illustration B

 Carefully pull up the lock catch with special tool no. 9995919 . At the same time, slide the whole tunnel
console backwards so that the two rear screws in the center console's panel can be accessed.




 Remove the panel from the dashboard and tunnel console.


Illustration A
Fig. 456: Identifying Tunnel Console Pulled Backwards

Illustration B
Fig. 457: Identifying Big Grey Connector

 Lift up the tunnel console and pull it backwards.

 Unplug the big grey connectors at the leading edge from each other.
 Lift out the center console.
INSTALLATION

 Get the USB/iPod cable from the kit, insert the straight contact in the trailing edge of the tunnel console
and into the storage compartment.

 Measure the length of the cable that is to be protrude from the bottom of the storage compartment.

 Clamp in the cable harness to the existing cable harness using cable ties.
Illustration A

 Reinstall the tunnel console, but do not slide it forward so that it covers the rear screw holes for the center
console's panel.
Illustration B
Fig. 462: Plugging In Connectors



Fig. 464: View Of Fiber Cable Routing

 Get the adapter cable and insert the fibre cable with black connector on the right side in the center console
to the spot where the USB/iPod cable was routed.
NOTE: Fibre optic cables may not be bent with a radius less than 25 mm (1").
Make sure that the cables are routed so that there is no risk of chafing.
Fig. 465: View Of Bent Mounting

 Take the adapter from the kit and bend the mounting in at each end.
Fig. 466: View Of Foam Tape

 Get the pieces of foam tape and remove the protective tape.
Illustration A
Fig. 467: Applying Foam Tape Over Control Module (1 of 2)

Illustration B

 Press the foam tape pieces as shown in the illustration.


 Clamp the USB/iPod cable at the eyelet on the adapter using a tie-strap.
Fig. 470: View Of Adapter In The Cowl Panel

 Place the adapter high up on the cowl panel and against the right-hand side of the center console.

Fig. 471: Identifying Media Player Adapter Cables

 Plug in the big male connector (1) on the adapter cable to the media player.
 Plug in the grey female connector (2) on the adapter cable to the corresponding connector (3) that was
disconnected from the media player.
 Plug in the remaining connectors (5) on the fibre cables to each other.

Fig. 473: Identifying Media Player Tabs


 Reinstall the center console's panel. Plug in the connector for the climate panel.

Fig. 476: Identifying Shift Boot







Fig. 483: Storage Compartment Bottom Cover Slot

 File a slot in the storage compartment's bottom cover for the USB/iPod cable in the position as shown.




Fig. 488: View Of Rear Tunnel Compartment Connector





USB/IPOD MUSIC PLAYER

USB/IPOD MUSIC PLAYER


 Remove the surround from around the display and media player: Use a small screwdriver and press in the
catch on one of the surround's upper corners. Carefully bend loose the surround on the same side with a

 Remove the ignition control module (ICM). It is secured by hidden clips, 2 pieces.
Fig. 497: Identifying Handbrake Panel


 Detach the panel by prying it up (1) using a weatherstrip tool and then pull it off outwards (2).










lifting it out.



 Hold up the lock catch and at the same time slide the entire tunnel console back 20 mm, so that the two







console.
Fig. 515: Identifying 12 V Socket Connector

Fig. 516: Identifying Tunnel Console Rear Panel

 Carefully bend loose the tunnel console's rear panel using a weatherstrip tool.
Fig. 517: Removing Connector

Fig. 518: Prying Off Cover

Fig. 519: Pulling Panel Upward

Fig. 520: Identifying Socket

Fig. 521: Identifying Cable And Connector

Fig. 522: Identifying Routing Cable


Fig. 524: Installing Connector


Fig. 526: Identifying 12V Socket Connector

Fig. 527: Identifying Storage Compartment Rear Panel

 Reinstall the panel.

 Connect the connectors at the leading edge.
Fig. 529: Installing Connectors



 Pull out the media player and locate the 4-pin foam coated connector.
NOTE: Note how the wiring is packed on the reverse. The fibre optic cables are easily
damaged and must not be bent to a radius less than 25 mm (1").
Fig. 532: Identifying Media Player Connector

 Remove the foam tape and connect the connector to the media player.

 Install the media player in the dashboard.

 Guide in the lug (1) at the rear of the media player with one hand. The lug must be in the corresponding
hole.


rear edge.

 Slide the tunnel console forward so that the locking lug secures it. At the same time, guide in the floor
carpet on the right and left-hand side.
Reinstall:


 Reinstall the screws and cover.


scan tool).
USB/IPOD MUSIC PLAYER, BLUETOOTH HANDSFREE

USB/IPOD MUSIC PLAYER, BLUETOOTH HANDSFREE
The cable between USB/iPod adapter and music player can be ordered for USB,
iPod, or both.
Wiring A is for vehicles with an internal amplifier that is located in the media
player.
Wiring B and C are for vehicles with an external amplifier, located on the left-
hand side of the cargo compartment.
external amplifier.
installation.
PREPARATIONS

 Turn the ignition key to position 0 .


Carefully pry off the panel at the rear of the center console. Use a plastic weatherstrip tool. The panel is
attached by two clips on each of the short sides.





 Pull the glovebox straight back in the vehicle in order to release the hidden clips, 2 pieces, in the top
edge.






Press in the catch at one of the surround's upper corners. Use a small screwdriver. Carefully pry off the
surround on the same side. Use a plastic weatherstrip tool.

 Remove the ignition control module (ICM). It is secured by hidden clips, 2 pieces.

 Detach the hand brake panel by pulling it carefully sideways.

Fig. 552: Identifying Tunnel Console Armrest Panel

 Loosen the rear edge of the panel, it should not be completely removed.












lifting it out.


 Hold up the lock catch and at the same time slide the entire tunnel console back 20 mm, so that the two






 Lift out the console and turn it upside down
console.
INSTALLING THE USB / IPOD CABLE

 Get the USB/iPod cable from the kit, insert the straight contact in the trailing edge of the tunnel console
and into the storage compartment.

 Measure the length of the cable that is to be protrude from the bottom of the storage compartment.

Fig. 572: Identifying Storage Compartment Panel

 Push on the panel, ensuring the cable is not pinched.


Fig. 574: Locating Cable Harness Routing

 Remove cable harness (A) from the kit.
 Remove cable harness (B) from the kit.
Applies to all cars
 Route the cables on the right-hand side of the center console.
NOTE: The fibre cables must not be bent with a radius less than 25 mm (1"). Make
sure the cables are routed so there is no risk of wear.

 Connect the connectors from cable harness A to the mute relay.
Fig. 576: Locating White Metal Bracket

 Place the relay between the white metal bracket (1) and the climate unit, high up on the bulkhead
partition.

 Take the adapter and 2 pieces of foam tape from the kit.
 Bend in the bracket at each end.
Illustration A

Illustration B

 Remove the protective film on the foam tape and attach as shown in the illustration.

 Clamp the USB/iPod cable at the eyelet on the adapter using a tie-strap.
Fig. 581: View Of Adapter Between Carpet

 Place the adapter between the carpet and the climate control unit as shown in the illustration.


 Plug in the remaining connectors (5) on the fibre cables to each other.
 Take a 700 mm (27 9/16") long piece of foam tape and cut into three equal pieces. Tape around the
connectors (2) and (3). And a little around the connectors (5).

Position the connectors to the left in the opening so that they are not in the way when the media player is
installed.




 Tape a 700 mm (27 9/16") long piece of foam tape on the microphone cable starting 110 mm (4 3/8")
from the microphone.

 Clean the microphone and roof panel in the area shown in the illustration, which corresponds to the size
of the double-sided adhesive tape. Use a solution of 25% isopropanol and 75% water, as well as a lint free
cloth.
 Allow to dry.




 Cut two, 100x50 mm (4x2") pieces of foam tape in the middle.





Fig. 594: Identifying Cleaned Area

 Allow to dry.
Fig. 595: Locating Control Panel Cable Groove


Fig. 597: Identifying Control Panel Placement

 Remove the protective film from the tape and secure the control panel edge to edge against the climate
panel and according to the dimensions shown in the illustration.

Fig. 599: Identifying Center Console Cable Routing

 Route the cable from the control panel on the right-hand side of the center console.


rear edge.

 slide the tunnel console forward so that the locking lug secures it. At the same time, guide in the floor
carpet on the left-hand side.
Reinstall:

 rear tunnel compartment with its screws and cup holder.

 Reinstall the screws

Fig. 604: Storage Compartment Bottom Cover Slot

 File a slot at the rear of the storage compartment's bottom cover for the USB/iPod cable in the position as
shown.


Reinstall:
 the ignition control module (ICM) with the connectors, screws and frame.

(1).


Fig. 610: Identifying Front Sill Molding

 Detach the front sill molding by first pulling it backwards at the front edge and then straight up so that the
clips release.






 Connect the connectors for the Bluetooth system as shown in the illustration:
1. 1. Connect cable harness A to the cable from the control module.



pipe.
 Also secure the cable harness B, that is to be later routed back to the external amplifier.
APPLIES TO CARS WITH EXTERNAL AMPLIFIER

 Open the boot lid.

 Lift up the cargo compartment's divider.








 Remove the divider by gripping the arms and lifting up.

Remove:
 the cover.
 the spare wheel, if present.

Remove:
 the screw clip.

 the screw.
 the toolbox.




Applies to cars with emergency opening handle in the cargo compartment




 Remove the carpet in the cargo compartment.



 Remove the screw and the roof's stop bracket.






Fig. 642: Removing Center Section Of Rear Seat Backrest

Fig. 643: Detaching Rear Backrests

 Detach the two rear backrests by gripping them at the top and pulling forward/up.




damaged.


amplifier.
 Secure with 3 x small tie-straps.











1. 1. Connector (1) that was disconnected from the amplifier is connected to the connector (2) on
cable harness C.
2. 2. Connector (3) is connected to the amplifier.
 Tape one piece of the cut thin foam tape around the connectors (1) and (2).

 Reinstall the amplifier with nuts and screws, tightening torque 10 Nm (7 lbf. ft) .

 Take the relay and two pieces of thick foam tape from the kit.
 Connect the connector from cable harness B and the newly routed cable harness connector to the relay.
 Fit the pieces of tape around the relay.


REINSTALL:

Dashboard
 the lower vent.

 the rear section of the glovebox by guiding it in diagonally inside the center console. Then straight
 Remove the tape.
 the panel above the center console. Check that the cable to the control panel is not pinched.

 the rubber strips in the door openings.
 Position the backrest and seat cushions back into place.
Cargo compartment
 stop and mounting brackets.
 the cargo compartment carpet.
 boot lid's sill plate with lighting.
 any emergency opener.
 the screws in the load securing eyelets. Tighten to 24 Nm (18 lbf. ft.) .
 the toolbox.

 the divider, remove the tie-straps, tighten the nuts to 10Nm (7.3 lbf. ft) .

 Download software (application) for the accessory's function according to service information in VIDA
(Volvo scan tool).

 Turn the ignition key to position I .

heard.
 Press the button (2). The voice should now stop and the audio from the radio returns.
BLUETOOTH, MUTE KIT

BLUETOOTH, MUTE KIT
NOTE: Cars with Performance Sound audio system have an internal amplifier that is
placed in the media player.
Cars with High Performance and Premium Sound audio systems have an
external amplifier, which is located on the left-hand side of the cargo
compartment.

PREPARATIONS, PASSENGER COMPARTMENT
APPLIES TO CARS WITH INTERNAL AMPLIFIERS





Fig. 667: Identifying Air Duct Nozzle Clip






CONNECTION FOR THE MUTE RELAY

 Locate the mute relay and lift it out.


 Raise the foam tape slightly and remove the connectors.
Fig. 673: Connecting Cable Harnesses To Disconnected Connectors

 Take the two cable harnesses from the kit and connect them to the disconnected connectors.
Fig. 674: Connecting New Cable Harnesses To Relay

 Connect the new cable harnesses to the relay.

 Fold the tape back into place.
Fig. 675: Taping Foam Tape Around Connectors

 Take the foam tape from the kit and cut it off in the middle. Tape one piece around each connector.
 Reinstall the relay.

 Route the yellow cable on the impact pipe and continue along to the sill.
 Secure the cable using two tie straps.
PREPARATIONS, CONTINUED



Fig. 679: Detaching Seat Cushion



PREPARATIONS, CARGO COMPARTMENT, APPLIES TO ALL MODELS













Remove:
 the cover

 Remove the screw clip and anchorage eyelet with its screw.
Remove:
 the screw clip.

 the screw.
 the toolbox.


 Remove the cover for the trunk lid's stop by prying off the cover and weatherstrip using a weatherstrip
tool.







 Remove the rubber stop on the roof's stop bracket on the right side.




 Disconnect the connector on the left-hand lock.

 Remove the screws and the anchorage eyelet on the right side.

 Remove the stop bracket cover on the right side.





 Remove the side panel by unhooking it from the stop lug at the front edge and the pulling outward and
upward so that it releases from the sealing strip.
CABLE ROUTING
APPLIES TO CARS WITH INTERNAL AMPLIFIER.

 Route the cable between the floor mat and sill.
CAUTION: Position the cable so that it does not get trapped or damaged.

CAUTION: Ensure that the cable is positioned so that there is no risk of it

catching or rubbing.
CONNECTION FOR THE MUTE RELAY
APPLIES TO CARS WITH EXTERNAL AMPLIFIERS
Fig. 710: Lifting Out Mute Relay

 Locate the mute relay. Cut off the tie strap and lift it out.

 Raise the foam tape slightly and remove the connectors.

Fig. 712: Connecting Cable Harnesses To Disconnected Connectors

 Take the two cable harnesses from the kit and connect them to the disconnected connectors.
Fig. 713: Connecting New Cable Harnesses To Relay

 Connect the new cable harnesses to the relay.

 Fold the tape back into place.
Fig. 714: Taping Foam Tape Around Connectors

 Take the foam tape from the kit and cut it off in the middle. Tape one piece around each connector.
 Reinstall the relay.
Fig. 715: Routing Cable Harness At Side And Rear Edge Of Cargo Compartment From Mute Relay To
Right-Hand Wheel Arch
 Position the cable by the existing cable harness, at the side and at the rear edge of the cargo compartment,
all the way from the mute relay to the right-hand wheel arch.
NOTE: Do not damage the cable terminal when routing the cable.
CONNECTING TO THE ACCESSORY ELECTRONIC MODULE (AEM), APPLIES TO ALL MODELS

Fig. 716: Pulling Accessory Electronic Module (AEM) Away From Its Console
 Pull the accessory electronic module (AEM) away from its console.
Fig. 717: Disconnecting Electronic Module (AEM)

 Unplug the small connector (1) on the accessory electronic module (AEM).
 Disconnect the large connector on the accessory electronic module (AEM) by pressing in the catch (2)
and pulling the black handle (3) in the direction of the arrows until a click is heard.
 Disconnect the connector from the accessory electronic module.
 Remove the black catch holding the black switch in place in the connector by pulling in the direction of
the arrow.
 Remove the black switch by inserting a pointed object in the hole on the other shorter side. Press the
switch out.
Fig. 719: Connecting Routed Yellow Cable To Terminal 11 In AEM's Black Connector
NOTE: The numerical markings on the top and bottom of the black terminal pin are
extremely small, so be careful when installing the cable.
 Connect the routed yellow (Y) cable to terminal 11 (telemute) in the black connector.
 Reinstall the black switch in the connector. Lock into place using the catch.
 Press the connector into the Accessory Electronic module. Secure using the black locking handle.
 Reinstall the small connector.

 Reinstall the accessory electronic module (AEM).
 Secure the excess cable using a tie strap.
FINISHING WORK
APPLIES TO CARS WITH INTERNAL AMPLIFIER


Reinstall:
 the clip in the vent on the glovebox
 Remove the tape.
 the seat cushion and backrests.

Reinstall:
 the cargo lashing eyes, tightening torque: 24 Nm (18 lbf. ft.)
 the tool box, if applicable.
 the spare wheel, if in place
 the divider, remove the tie straps, tighten the nuts to 10 Nm (7.3 lbf. ft) .
scan tool).
 Turn the ignition key to position I.

 Press the round button in the middle of the control panel.
The radio should mute and a voice should start to speak.
 Press the button with the red handset symbol.
The voice should stop and the radio sound should return.
HANDS FREE UNIT FOR CARPHONE

NOTE: This accessory requires software unique to the car.
NOTE: Cars with external amplifier: amplifier is located on the left-hand side in the
cargo compartment.
Cars with internal amplifier have it located in the media player.
PREPARATIONS


Fig. 724: Identifying Screws For Combined Instrument Panel

 Position the steering wheel in its lowest and rearmost position.

 Remove the two screws from the surround for the combined instrument panel.
Fig. 725: Identifying Surround Starting

 Pull off the surround starting at the lower edge and then at the upper edge. The surround is secured by a
clip at each side of the lower edge. Place the surround to one side.





Fig. 729: Removing Temperature Sensor

 Remove the temperature sensor by pulling it forward so that it detaches from its holder.

weatherstrip tool.

back.



 Remove the panel on the right-hand and left-hand ends of the dashboard. Carefully pry off the panel until
the three clips release. Use a weatherstrip tool.

 Remove the clip holding the nozzle for the air duct on the right-hand and left-hand sides.

 Remove the rubber mat.

 Remove the screws, x 5, in the glovebox opening.



 Remove the screw for the vent on the right-hand side. Pull off the vent to the right. Place to one side.
Fig. 739: Identifying Four Screws

 Remove the four screws for the inner section of the glovebox. Pull it out. Place it to one side.
If there is a DVD reader installed, unplug the connectors on the rear.


Illustration A

Illustration B

 Unplug the connector for the lighting (1).

 Remove the sound barrier.
INSTALLING THE MOUNTING FOR THE TELEPHONE HOLDER
Fig. 743: Identifying Mounting, Cover, And Mounting Plate

 Take the mounting (1), cover (2), mounting plate (3) and four screws from the kit. Tighten them to each
other. Do not tighten too hard, they shall be undone again.
Fig. 744: Positioning Mounting And Marking Out Holes To Be Drilled For Mounting
 Position the mounting with the mounting plate and cover in the cut-out for the combined instrument panel
surround. The cover must connect to the dashboard where the arrows are displayed.
 Mark out the holes to be drilled for the mounting.
Fig. 745: Drilling Out Holes

 Drill out the holes using a Ø5 mm (13/64") diameter drill bit. Use a 10 mm (25/64") drill stop to prevent
damaging the components on the inside.
Fig. 746: Identifying Mounting And Screws

 Remove the holder and cover from the mounting.

 Tighten the mounting to the dashboard. Use the two screws and the mounting plate (positioned on the
inside) from the kit.
Fig. 747: Inserting Telephone Holder Connector On Top Of Ignition Switch

 Take the telephone holder from the kit. Insert the connector on top of the ignition switch, on the right-
hand side of the combined instrument panel, and continue down into the dashboard. Do not damage the
wiring as there is very little space by the ignition switch.
 Install the microphone according to the separate Installation Instructions.

Fig. 748: Filing Groove In Combined Instrument Panel Surround For Telephone Holder Cable
 File a groove in the combined instrument panel surround for the cable for the telephone holder as shown
in the illustration.
Fig. 749: Peeling Back Felt Tape And Cutting Off Tabs
 Push the felt tape on the right-hand side of the surround to one side.
 Cut off the two tabs.
 Re-apply the tape.
CABLE ROUTING
Fig. 750: Identifying Telephone Holder, Mounting Plate, And Screws

 Reinstall the combined instrument panel surround. Ensure that the telephone holder cable is positioned in
the cut-out.
 Adjust the cable length between the telephone holder and surround.
 Tighten the cover and mounting plate to the holder.
Fig. 751: Pressing Telephone Holder Into Place On Mounting Plate

 Press telephone holder into place on the mounting plate. Adjust the cable length outside the surround.
Fig. 752: Identifying Protruding Section In Center Console

 Saw off the protruding section (1) in the center console using a hack saw blade.
Fig. 753: Identifying Edge

 File down the edge (1) so that the large surface is completely flat.
Fig. 754: Marking Out And Drilling Hole On Flat Surface

 Mark out and drill a Ø2 mm (5/64 ") hole on the flat surface as shown in the illustration.
Fig. 755: Positioning Connector Holes For Drilling

 Take one screw and the connector with the two attached cables from the kit and use the screw to secure it
in the newly drilled hole. The screw must be tightened in the hole (1) in the connector.
 Now twist the connector so that the hole (2) is inside the edge (3) when drilling.
 Drill out the hole through the hole in the connector. Use a Ø2 mm (5/64 ") drill bit.
 Take a new screw from the kit. Tighten the screw in the drilled hole.
 Drill out the third hole (4) in the same way. Tighten using screws from the kit.
 Remove any shavings and filings.

 Press the switch for the telephone holder into the newly installed connector.
Fig. 757: Routing Cables

 Route the long cable (1) in the secured connector, inside the panel, over the air duct (2) and forwards. Pull
out the cable where the inner section of the glovebox was positioned.
 Route the cable (3) for the microphone in the same way.
 Install the aerial according to the separate Installation Instructions.

Fig. 758: Connecting Cables

 Connect the short cable (1) from the previously secured connector to the antenna cable (2).
PHONE MODULE CONNECTION
Fig. 759: Identifying Cables

 Take the long cable harness from the kit.

the cable (2) for the microphone
the cable (3) for the power supply and accessory electronic module (AEM)
the cable (4) for the telephone holder
 Route the end with the small white connector and the brown (BN) single cable under the carpet near the
right-hand door sill. Pull it up along the front edge of the fuse holder (CEM) and position as shown in the
illustration.
 Take the phone module and connect the adapter cable (1).
 Connect the routed cable harnesses,
 The brown (BN) single cable is connected to the fuse holder (CEM) under the dashboard as per the earlier
step.
Fig. 760: Wrapping Control Module With Foam Tape From Kit To Prevent Rattling
 Wrap the control module with foam tape from the kit to prevent rattling.

 Remove the 14-pin connector from the fuse holder by pressing in the catch on the front of the connector.
Fig. 762: Pressing Out Secondary Catch

 Press out the connector's secondary catch by first pressing in the lock tab on the inside (A, B) and then
press out (C) in one side of the connector.
Fig. 763: Identifying Small Holes On Opposite Side Of Connector

 Turn the connector over and push out the other end with the four small holes on the opposite side of the
connector.
Fig. 764: Identifying Connector And Cables

 Connect the routed brown (BN) cable to position 9 in the removed connector.
 Secure the auxiliary locking mechanism on the connector and reinstall it in the fuse holder.


The cable (2) for the microphone
 Route the end with the small white connector under the carpet at the right-hand door sill. Route it up in
the front edge of the fuse holder (CEM), route it forward and locate it as shown in the illustration.
Fig. 767: Identifying Grey Connectors

 Connect the grey connector (1) in the routed cable harness to the corresponding socket in the media
player.
 Connect the grey connector (2) in the routed cable harness to the grey connector (3) which was detached
Fig. 768: Positioning Control Module And Excess Cable Furthest In On Left-Hand Side Against Cowl
 Place the newly connected phone module as far in against the left-hand side of the bulkhead as possible.
Position the module so that it does not loosen or run the risk of becoming trapped by the inner section of
the glovebox when the glovebox is reinstalled.
Fig. 769: Identifying Mounting, Cover, And Mounting Plate For Telephone Holder
 Take the mounting (1), cover (2), mounting plate (3) and four screws from the kit. Tighten to each other.
Fig. 770: Marking Out Holes To Be Drilled For Mounting

 Position the mounting with the mounting plate and cover in the cut-out for the combined instrument panel
surround. The cover must connect to the dashboard where the arrows are displayed.
Fig. 771: Drilling Out Holes

Fig. 772: Tightening Mounting To Dashboard

 Remove the holder and cover from the mounting.

 Tighten the mounting to the dashboard. Use the two screws and the mounting plate (positioned on the
inside) from the kit.
Fig. 773: Cutting Off Tabs

 Push the felt tape on the left-hand side of the surround to one side.
Fig. 774: Inserting Connector

 Take the telephone holder from the kit. Insert the connector on the underside of the ignition switch along
the left-hand side of the combined instrument panel. Continue down into the dashboard and out where the
cables to the display are located.
CABLE ROUTING
Fig. 775: Filing Groove In Combined Instrument Panel Surround On Left-Hand Side For Cable To
Telephone Holder
 File a groove in the combined instrument panel surround on the left-hand side for the cable to the
telephone holder as shown in the illustration.
Fig. 776: Adjusting Cable Length And Tightening Cover And Mounting Plate To Holder
the cut-out.
 Tighten the cover and mounting plate to the holder.
Fig. 777: Pressing Telephone Holder Into Place On Mounting Plate

 Press telephone holder into place on the mounting plate. Adjust the cable length outside the surround.
Fig. 778: Identifying Protruding Section In Center Console

 Saw off the protruding section (1) in the center console using a hack saw blade.
Fig. 779: Identifying Edge

 File down the edge (1) so that the large surface is completely flat.
Fig. 780: Marking Out And Drilling Hole On Flat Surface

 Mark out and drill a Ø2 mm (5/64 ") hole on the flat surface as shown in the illustration.
Fig. 781: Drilling Out Holes Through Holes In Connector

 Take one screw and the connector with the two attached cables from the kit and use the screw to secure it
in the newly drilled hole. The screw must be tightened in the hole (1) in the connector.
 Now twist the connector so that the hole (2) is inside the edge (3) when drilling.
 Drill out the hole through the hole in the connector. Use a Ø2 mm (5/64 ") drill bit.
 Take a new screw from the kit. Tighten the screw in the drilled hole.
 Drill out the third hole (4) in the same way. Tighten using screws from the kit.
 Remove any shavings and filings.
Fig. 782: Pressing Switch For Telephone Holder Into Newly Installed Connector
 Press the switch for the telephone holder into the newly installed connector.
Fig. 783: Identifying Screws Along Front Edge Of Center Console

 Remove the two screws along the front edge of the center console.
Fig. 784: Routing Cables

 Route the cable (1) to the microphone through the air duct hole (2). Route the cable inside the edge of the
carpet, out towards the left and up to the fuse holder location.
 Route the cable (3) in the secured connector out through the air duct hole (2). Route the cable downward
along the existing cable harness and out to the left along the lower edge of the impact member. Continue
along the member and up to the fuse holder location.
 Secure the cable at the impact member with two tie straps from the kit.
Fig. 785: Pushing Floor Carpet To One Side In Order To Route Cable Harness Toward Rear Of Car
 Push the floor carpet to one side in order to route the cable harness toward the rear of the car.
Fig. 786: Routing Cable Inside Carpet To Right-Hand Front Door

 Remove the large cable harness from the kit. Route the end with the white (W) connector and the brown
(BN) single cable to the left-hand side in front of the fuse holder (CEM) where the aerial cable and joint
cable connectors to the telephone holder are located.
 Route the cable inside the edge of the carpet to the right and place it under the front edge of the center
console.
 Route it inside the edge of the carpet on the driver's side and out along the sill to the right-hand front
door.
Fig. 787: Connecting Cables

 Take the cable from the antenna and connect it to the short cable.
Fig. 788: Wrapping Connectors With Foam Tape From Kit To Prevent Rattling
 Wrap the connectors with foam tape from the kit to prevent rattling.

 Remove the 14-pin connectors from the fuse holder (CEM) by first pressing in the catch on the front of
each connector.


connector.




illustration.
 The brown (BN) single cable is connected to the fuse holder (CEM) under the dashboard according as per
the previous step.
Fig. 795: Placing Control Module Into Recess

 Place the control module all the way into the recess along the left-hand side near the fuse holder. Position
the module so that it does not jostle or run the risk of becoming trapped by the inner section of the
glovebox when the glovebox is reinstalled.

 Take the large cable (1) harness from the kit.

 Route the long single cable (2) and the cable harness (3) with white connector on the right-hand side of
the center console and down towards the floor. The two large grey connectors must remain in the center
of the dashboard where the media player shall be located.
 Route the long single cable (2) in the cable harness down and inside the floor carpet, and out at the right-
hand front door sill.

 Take the phone module from the kit and connect the adapter cable (1).
the cable (2) for the microphone.
the cable (3) for the power supply and accessory electronic module (AEM).
the cable (4) for the telephone holder.
the cable (2) for the microphone.
the cable (3) for the power supply and accessory electronic module (AEM).
the cable (4) for the telephone holder.
 Clamp the cables at the existing cable harness on the right-hand side of the center console using tie straps
from the kit.
Fig. 799: Fitting Newly Connected Control Module Against Cowl Under Carpet
 Fit the newly connected control module furthest in on the right-hand side of the center console, against
the cowl under the carpet.
 Collect all excess cable and place it on the right-hand side as well.

player.
APPLIES TO ALL, REMOVING COMPONENTS IN THE CARGO COMPARTMENT











Remove:
 the cover on the tool box


Remove:
 the clip
 the screw
 the toolbox.


 Remove the cover from the boot lid stop. Use a weatherstrip tool to pry between the cover and the stop to
release the catches.
 If the car has an external amplifier, do the same on the left side.





 Remove the sill protection by pulling it up until the clip releases. Fold the sill protection to the side.



 Remove the rubber stop on the roof's stop bracket on the right side.

 Remove the screw and the roof's stop bracket on the right side.

 Remove the load divider lock on the right side by using a weatherstrip tool to pry between the carpet and
lock.

 Remove the screw and the cargo lashing eye on the right side.

 Remove the stop bracket cover on the right side.


 Mark out the stop braces for the roof in relation to the screws and nuts on the right side.

 Detach the four clips on the side panel on the right side.







damaged.

CAUTION: Ensure that the cable is positioned so that there is no risk of it catching or
rubbing.
CONNECTING TO THE ACCESSORY ELECTRONIC MODULE (AEM)

 Unplug the large connector (1) on the accessory electronic module (AEM). Press in the catch (2). Pull the
black locking handle (3) in the direction of the arrow until a click is heard.
the arrow.
switch out.
Fig. 836: Connecting Green/White Cable From Routed Cable Harness To Terminal 11 In Black
Connector For Accessory Electronic Module (AEM)
 Cut open approx. 12 cm from the cable sheath on the routed cable harness and take the grey/white cable.
 Connect the grey/white (GR/W) cable to position 11 in the accessory electronic module (AEM)
connector.
 Reinstall the accessory electronic module (AEM) in its bracket.

amplifier.








 Thread the two adapter cable connectors through the hole in the cargo compartment and on behind the
amplifier.

 Connect the adapter cable to the amplifier as follows:

plug connector (1) (disconnected from the amplifier) into the female connector (2) on the adapter
cable
plug connector (3) into the amplifier

 Secure the cables at the lead-through with a tie strap. Route the cables on along the car's normal cable
harness.
SUPPLEMENTARY WORK

 Reinstall the connectors to the rear section of the glovebox. Note the color marking on the cable for the
right connector.
PASSENGER COMPARTMENT

 Reinstall the lower vent.

 Reinstall the front section of the glove compartment.
 Reinstall the rear section of the glovebox by guiding it in diagonally inside the center console and then
straight forward. The rear section must be positioned on the outside of the remaining inner section.
 Reinstall the clips in the vent on the ends of the dashboard.
 Reinstall the panel on the ends of the dashboard.
 Reinstall the center console and connect the dashboard environment panel.
 Reinstall the panel on the center console rear edge.
 Connect and reinstall the display unit.
 Press the surround for the display into place.
Reinstall:
 the sound barrier

 the panel inside the center console
 the sill trim panels on the right-hand side
 the backrests and seat cushion.
CARGO COMPARTMENT
Reinstall:
 the side panels

 the luggage compartment mat

 the sill panel with lighting
 emergency opener, if present
 the stop for the trunk lid
 the cargo lashing eyes with screws, tightening torque: 24 Nm (17 lbf. ft.)
 the tool box
 the divider; remove the cable ties.

 Reconnect the battery negative lead

ACCESSORIES AND EQUIPMENT
Media, Communication And Navigation - Installation Instructions, Accessories

NOTE: This accessory requires software unique to the car.
NOTE: Cars with external amplifier: amplifier is located on the left-hand side in the
cargo compartment.
Cars with internal amplifier have it located in the media player.
PREPARATION










Fig. 7: Remove The Temperature Sensor

 Remove the temperature sensor by pulling it forward so that it detaches from its holder.

weatherstrip tool.

back.



Fig. 13: Angle Up Air Vents


Fig. 14: Gripping Air Vent

 Take hold of the air vent, press it outwards and pull it up. Do the same to the other air vent.

 Insert the tool part no. 9995919 in the space which is opened and pull out until the catch releases.
Fig. 16: Identifying Housing Pulled Out

NOTE: Pull alternately on the right and left-hand sides, otherwise the edge of the
housing will crack where it enters the air ducts on the inside. The housing
is secured firmly so force will be required to release it.

 Remove the panel on the right-hand and left-hand ends of the dashboard. Carefully pry off the panel until
the three clips release. Use a weatherstrip tool.

 Remove the clip holding the nozzle for the air duct on the right-hand and left-hand sides.





 Remove the four screws for the inner section of the glovebox. Pull it out. Place it to one side.
If there is a DVD reader installed, unplug the connectors on the rear.

Illustration A

Illustration B

 Unplug the connector for the lighting (1).

 Remove the sound barrier.

Fig. 26: Identifying Left-Hand Support Leg

 Fit the support legs of the bracket from the kit into the socket for the surround of the combined instrument
panel and in the left-hand air vent.
 Position the left-hand support leg of the bracket as shown in the illustration. The front edge of the support
leg must be parallel with the edge in the cut-out in the dashboard and the measurement to the bottom edge
of the support leg must be taken from the center of the radius.
Fig. 27: Drilling Holes

Fig. 28: Identifying Left-Hand Support Leg Of Bracket With Screws And Mounting Plate
 Secure the left-hand support leg of the bracket to the dashboard using two screws and the mounting plate
(located on the inside) from the kit.
Fig. 29: Drill a Hole, Secure with Screw

 Drill out the hole for the right-hand support leg with a Ø4 mm (5/32") diameter bit.
 Take a screw from the kit and secure the right-hand support leg.
Fig. 30: Pressing Aerial Cable Connector Onto Rear Of Mounting Plate
 Take a mounting plate and the aerial cable connector from the kit.
 Press in the aerial cable connector onto the rear of the mounting plate.
Fig. 31: Identifying Mounting Plate And Screws

 Take the mounting plate and four screws (l = 16mm) from the kit. Secure the mounting plate in the
installed bracket.
Fig. 32: Identifying Cables Connected To Telephone Holder

 Insert the two connectors on the top of the ignition switch, on the right-hand side of the combined
instrument panel, and then down in the dashboard. There is not much space by the ignition switch, so be
careful with the cables there.
Fig. 33: Filing Groove In Combined Instrument Panel Surround For Telephone Holder Cable
 File a groove in the combined instrument panel surround for the cable for the telephone holder as shown
in the illustration.
CABLE ROUTING
Fig. 34: Identifying Telephone Holder Cable Positioned In Cut-Out

the cut-out.
 Reinstall the housing and air vents.
NOTE: When the air vents' housing is reinstalled, make sure that the protruding
parts on the right-hand end of the housing do not damage the dashboard.
 Install the telephone holder on the mounting plate.
Fig. 35: Route The Long Cable (1) In The Secured Mounting Plate
 Route the long cable (1) in the secured mounting plate, inside the panel, over the air duct (2) and forward.
 Route the cable (3) for the microphone in the same way.
Fig. 36: Connect The Aerial Cable (2) To The Short Cable (1)
 Connect the aerial cable (2) to the short cable (1) from the telephone holder mounting plate.



the cable (2) from the microphone.
the cable (3) from the power supply and accessory electronic module (AEM).
the cable (4) from the telephone holder.
illustration.
 The brown (BN) single cable is connected to the fuse holder (CEM) under the dashboard.
Fig. 39: Identifying 14-Pin Connector

 Remove the 14-pin connector from the fuse holder by pressing in the catch on the front of the connector.


connector.


Fig. 43: Identifying Long Cable Harness


 Route the end with the small white connector under the carpet at the right-hand door sill. Route it up in
the front edge of the fuse holder (CEM), route it forward and locate it as shown in the illustration.
 Take the telephone control module and connect the routed cable harnesses,
Fig. 44: Wrap The Control Module With Foam Tape


player.

Fig. 46: Positioning Control Module And Excess Cable Furthest In On Left-Hand Side Against Cowl
 Place the newly connected phone module as far in against the left-hand side of the bulkhead as possible.
Position the module so that it does not loosen or run the risk of becoming trapped by the inner section of
the glovebox when the glovebox is reinstalled.
Fig. 47: Positioning Right-Hand Support Leg Of Bracket

 Fit the support legs of the bracket from the kit in the socket for the surround of the combined instrument
panel and in the right-hand air vent.
 Position the right-hand support leg of the bracket as shown in the illustration. The front edge of the
support leg must be parallel with the edge in the cut-out in the dashboard and the measurement to the
bottom edge of the support leg must be taken from the center of the radius.
Fig. 48: Identifying 5 MM Diameter Drill Bit

Fig. 49: Identifying Right-Hand Support Leg Of Bracket To Dashboard Using Two Screws And
Mounting Plate
 Secure the right-hand support leg of the bracket to the dashboard using two screws and the mounting
plate (located on the inside) from the kit.
Fig. 50: Drilling Out Hole For Left-Hand Support Leg

 Drill out the hole for the left-hand support leg with a Ø4 mm (5/32") diameter bit.
 Take a screw from the kit and secure the left-hand support leg.
Fig. 51: Pressing Aerial Cable Connector Onto Rear Of Mounting Plate
 Take a mounting plate and the aerial cable connector from the kit.
 Press in the aerial cable connector onto the rear of the mounting plate.
Fig. 52: Identifying Mounting Plate And Screws

 Take the mounting plate and four screws (l = 16mm) from the kit. Secure the mounting plate in the
installed bracket.
Fig. 53: View Of Connectors On The Underside Of The Ignition Switch

 Insert the two connectors on the underside of the ignition switch, on the left-hand side of the combined
instrument panel, and then down in the dashboard.
Fig. 54: Cutting Off Tabs

 Push the felt tape on the left-hand side of the surround to one side.
CABLE ROUTING
Fig. 55: Filing Groove In Combined Instrument Panel Surround On Left-Hand Side For Cable To
Telephone Holder
 File a groove in the combined instrument panel surround on the left-hand side for the cable to the
telephone holder as shown in the illustration.
Fig. 56: Reinstall The Combined Instrument Panel Surround

the cut-out.
 Reinstall the housing and air vents.
NOTE: When the air vents' housing is reinstalled, make sure that the protruding
parts on the left-hand end of the housing do not damage the dashboard.
 Install the telephone holder on the mounting plate.
Fig. 57: Route The Two Cables From The Secured Mounting Plate
 Route the two cables from the secured mounting plate.

Fig. 58: Route The Cable (1) From The Microphone Through The Air Duct Hole (2)
 Route the cable (1) from the microphone through the air duct hole (2). Route the cable inside the edge of
the carpet, out towards the left and up to the fuse holder location.
 Route the cable (3) in the secured connector out through the air duct hole (2). Route the cable downward
along the existing cable harness and out to the left along the lower edge of the impact member. Continue
along the member and up to the fuse holder location.
 Secure the cable at the impact member with two tie straps from the kit.
INSTALL
Fig. 59: Connect The Aerial Cable (2) To The Short Cable (1)
 Connect the aerial cable (2) to the short cable (1) from the telephone holder mounting plate.
Fig. 60: Routing Cable Inside Carpet To Right-Hand Front Door

 Remove the large cable harness from the kit. Route the end with the white connector and the brown (BN)
solid core cable to the left-hand side in front of the fuse holder (CEM) where the aerial cable and joint
cable connectors to the telephone holder are located.
 Route the cable inside the edge of the carpet to the right and place it under the front edge of the center
console.
 Route it inside the edge of the carpet on the driver's side and out along the sill to the right-hand front
door.
Fig. 61: View Of 14-Pin Connectors

 Remove the 14-pin connectors from the fuse holder (CEM) by first pressing in the catch on the front of
each connector.


connector.



illustration.
 The brown (BN) single cable is connected to the fuse holder (CEM) under the dashboard according as per
the previous step.
Fig. 67: Placing Control Module Into Recess

 Place the control module all the way into the recess along the left-hand side near the fuse holder. Position
the module so that it does not jostle or run the risk of becoming trapped by the inner section of the
glovebox when the glovebox is reinstalled.

 Take the large cable (1) harness from the kit.

 Route the long single cable (2) and the cable harness (3) with black connector on the right-hand side of
the center console and down towards the floor. The two large grey connectors must remain in the center
of the dashboard where the media player shall be located.
 Route the long single cable (2) in the cable harness down and inside the floor carpet, and out at the right-
hand front door sill.

Fig. 69: Identifying Cable (2) From The Microphone

 Take the telephone control module from the kit and connect the routed cable harnesses,
 Clamp the cables at the existing cable harness on the right-hand side of the center console using tie straps
from the kit.
Fig. 70: Wrap The Control Module With Foam Tape

Fig. 71: Identifying Excess Cable

 Fit the newly connected control module furthest in on the right-hand side of the center console, against
the cowl under the carpet.
 Collect all excess cable and place it on the right-hand side as well.

player.
APPLIES TO ALL, REMOVING COMPONENTS IN THE CARGO COMPARTMENT

Fig. 74: Remove The Covers On Each Side Of The Divider



Fig. 76: Lower The Divider Slightly



Fig. 78: Detach Wire Frame From Clip


Fig. 79: Lock The Divider's Two Arms With Cable Tie
Fig. 80: View Of Remove The Divider


Remove:


Remove:
 the clip
 the screw



FOR CARS WITH EMERGENCY RELEASE HANDLE IN CARGO COMPARTMENT
Fig. 86: Identifying Emergency Release Handle In Cargo Compartment

Fig. 87: View Of Screws In The Sill Molding

Fig. 88: Pull The Sill Molding Up Until The Clips Release



Fig. 91: Removing The Roof Stop Brace


Fig. 93: Removing Screw And Load Retaining Eyelet

 Remove the screw and the cargo lashing eye on the right side.


Fig. 95: Remove The Screw, Nut And The Roof's Stop Braces


Fig. 97: Remove The Side Panel





Fig. 101: Remove Rear Sill Trim Panel Screw


damaged.

CAUTION: Ensure that the cable is positioned so that there is no risk of it catching or
rubbing.
CONNECTING TO THE ACCESSORY ELECTRONIC MODULE (AEM)


 Unplug the large connector (1) on the accessory electronic module (AEM). Press in the catch (2). Pull the
black locking handle (3) in the direction of the arrow until a click is heard.
the arrow.
switch out.
Fig. 108: Connecting Green/White Cable From Routed Cable Harness To Terminal 11 In Black
Connector For Accessory Electronic Module (AEM)
 Cut open approx. 12 cm from the cable sheath on the routed cable harness and take the grey/white cable.
 Connect the grey/white (GR/W) cable to position 11 in the accessory electronic module (AEM)
connector.
 Reinstall the accessory electronic module (AEM) in its bracket.

amplifier.
APPLIES TO CARS WITH SUBWOOFER AMPLIFIER






 Thread the two adapter cable connectors through the hole in the cargo compartment and on behind the
amplifier.


cable
plug connector (3) into the amplifier
 To prevent rattling, wind foam plastic around the detached connector.

SUPPLEMENTARY WORK

 Reinstall the connectors to the rear section of the glovebox. Note the color marking on the cable for the
right connector.
PASSENGER COMPARTMENT

 Reinstall the lower vent.

 Reinstall the rear section of the glovebox by guiding it in diagonally inside the center console and then
straight forward. The rear section must be positioned on the outside of the remaining inner section.
 Reinstall the clips in the vent on the ends of the dashboard.
 Reinstall the panels on the ends of the dashboard.
 Reinstall the center console and connect the dashboard environment panel.
 Reinstall the panel on the center console rear edge.
 Press the surround for the display into place.
Reinstall:
 the sound barrier

 the panel inside the center console
 the sill trim panels on the right-hand side
 the backrests and seat cushion.
CARGO COMPARTMENT
Reinstall:
 the side panels

 the stops and attaching braces
 the luggage compartment mat
 the sill panel with lighting
 emergency opener, if present
 the stop for the trunk lid
 the cargo lashing eyes with screws, tightening torque: 24 Nm (17 lbf. ft.)
 the tool box

 Reconnect the battery negative lead

NOTE: Wiring A is for vehicles with an internal amplifier that is located in the media
player.
Wiring B and C are for vehicles with an external amplifier located on the left-
hand side of the cargo compartment.
external amplifier.
installation.
PREPARATIONS

 Set the ignition key to position 0.








 Remove the five screws in the opening.
 Pull the glovebox straight back so that the two hidden clips at the upper edge release.





 Detach the surround around the display and media player. Press in the catch in one of the upper corners of
the surround using a small screwdriver. Carefully pry off the surround on the same side using a
weatherstrip tool.

 Remove the display with the infotainment control module (ICM). It is secured by two hidden clips.
HINT: Grip the control module with both hands and pull the control module straight out of the
center console.



 Fold up the tunnel console's armrest and remove the cover.





 Remove the rear cup holder from the rear tunnel compartment. Pry at the leading edge and press in the
catches, first at the leading edge and then on the sides.



 Remove the rear tunnel compartment by pulling it upward/rearward so that it releases from its catches.

lifting it out.

Illustration A

 Carefully lift up the catches in the tunnel compartment's leading edge. Use special tool 9995919 .
Illustration B

 At the same time pull the console backwards approximately 20 mm.





 Remove the connector on the reverse of the center console.



 Remove cable harness A from the kit.
 Remove cable harness B from the kit.
 Take a 700 mm piece of foam tape and cut into three pieces of the same length. Tape one piece around
connectors (2) and (3). Position these to the left, in the opening so that they are not in the way when
installing the media player.
 Route the cable harness with the connectors down on the right-hand side in the center console.

Fig. 149: Identifying Cleaned Area

 Allow to dry.
NOTE: In cases where the area is heavily soiled or treated with cockpit shine. First
clean using a washing up detergent (FAIRY or similar).


Fig. 152: Identifying Control Panel Placement

 Remove the protective film from the tape and press the control panel edge to edge with the climate panel
and according to the dimensions in the image.

 Reinstall the center console, connect the green connector and install the screws.
Fig. 154: Identifying Center Console Cables

 Pull the 2 cables down on the right-hand side of the center console.





 Tape a 700 mm length piece of foam tape on the microphone cable starting 110 mm from the
microphone.

 Clean the microphone and the headlining in the area shown in the illustration, which corresponds to the
size of the double-sided adhesive tape. Use a solution of 25% isoproanol and 75% water, as well as a lint
free cloth.
 Allow to dry.
NOTE: In cases where the area is heavily soiled or treated with cockpit shine. First
clean using a washing up detergent (FAIRY or similar).




 Cut off two 100x50mm pieces of foam tape in the middle.






(1).







CONNECTING



 Connect the connectors from cable harness A to the relay.

 Place the relay between the carpet and the climate control unit as shown in the illustration.
CONNECT

 Connect the connectors as shown in the illustration.
1. Connect cable harness A to the cable from the control module.
1. Connect cable harness B to the cable from the control module.
2. Connect the microphone

3. Connect the control panel


pipe.
 Also secure the cable harness B , that is to be later routed back to the external amplifier.
REINSTALL

Reinstall:
 gear lever gaiter, starting at the trailing edge.

 and slide the tunnel console forward so that the lugs secure it. At the same time align the floor carpet on
the right and left-hand sides.
 the two screws and the cover under the armrest.
 the rear tunnel compartment with cup holder
 and connect the display unit.
REMOVE













Remove:
 the cover.

Remove:
 the screw clip.

 the screw.
 the toolbox.
















 Route the cable B between the floor carpet and the sill. Position the cable so that it is not trapped or
damaged.

Fig. 207: Route Cables Along Existing Cable Harnesses In Cargo Compartment
Fig. 208: Routing Cable To The Amplifier

amplifier.
 Secure with three small cable ties.











Connector (1) that was disconnected from the amplifier is connected to the female connector (2) on
the adapter cable.
Connector (3) is connected to the amplifier.
 Tape one piece of the cut thin foam tape around the connectors (1) and (2).


 Connect the connect from cable harness C and the newly routed cable harness connector to the relay.

FINISHING WORK


Reinstall:
 the lower vent.

 the sound proofing.
forward. The rear section must be positioned on the outside of the remaining inner section. Remove the
tape.
 the clip for the vent on the glovebox.
 the sealing strip.
 seat cushions.
Cargo compartment
Reinstall:
 the side panels (check that the sealing strip is on the outside of the panel).
 load securing eyelets, tightening torque 24 Nm (18 lbf. ft.) .

 the toolbox.
 divider, remove the cable ties, tightening torque 10 Nm (7.3 lbf. ft) .

 Set the ignition key to position I.

heard.
 Press the button (2). The voice should stop and the radio sound should return.
HANDSFREE, MICROPHONE, SWAN NECK

HANDSFREE, MICROPHONE, SWAN NECK
REMOVING


 Fold aside the floor mat on both sides of the tunnel console.
Fig. 223: Pressing In Catches And Pulling Headrest Upwards

 Find the headrest's two locks on the back of the driver's seat. Press in the catches and pull the headrest
upwards at the same time.
Fig. 224: Finding Grip Strip In Bottom Edge Of Upholstery

 Find the grip strip (consists of two different strip profiles that are hooked into each other) in the bottom
edge on the upholstery.
Fig. 225: Prying Apart Strips To Release Catch And Pulling Out Rear Part Of Upholstery With Strip
 Get a weatherstrip tool and pry apart the strips so that the catch (1) releases.
 Pull out the rear part of the upholstery with strip (2).
Fig. 226: Inserting Curtain Wire Between Upholstery And Padding

 Insert a curtain wire or similar from above and down on the back of the seat back, between the upholstery
and padding.
Fig. 227: Taping Connector From Microphone Cable To End Of Wire

 Tape the connector from the microphone cable to the end of the wire.
 Pull through the cable.
 Disconnect the cable from the wire.
Fig. 228: Placing Microphone Bracket Over Hole In Backrest And Press Down Headrest To Lock In
Place
 Place the microphone's bracket over the hole on the backrest.

 Point the microphone arm 45° forward. Press down the headrest so that it locks into place.
 Check that the headrest has locked into place by pulling it upwards.
Fig. 229: Routing Cable In Front Of Tube And Securing With Cable Tie To Large Connector
 Route the cable in front of the tube (1).

 Secure the cable with a cable tie to the large connector (2).
 Reinstall the upholstery for the backrest.
Fig. 230: Laying Cable In Carpet Joint And Routing Forward And Across In Tunnel Console
 Lay the cable in the carpet joint. Route the cable forward and across in the tunnel console.
NOTE: It is important that the cable has the right length so that the seat can move
back and forth freely.

 Pull out the cable from the tunnel console. Find the foam tape with connections for the Bluetooth system,
located behind the tunnel console. Open the foam tape.
Fig. 232: Connecting Microphone Cable

 Loosen existing connection to the microphone.

 Connect the new microphone cable. Reinstall the foam tape.
NOTE: Also secure the extra length of the microphone cable with the foam tape.
 Fold back the floor mat on both sides of the tunnel console.
WINDOW-MOUNTED ANTENNA FOR HANDSFREE

WINDOW-MOUNTED ANTENNA FOR HANDSFREE
only, the corresponding text section is then left empty.
NOTE: The windscreen must have a temperature of at least 20°C (68°F) when the
antenna is installed.

Fig. 234: Removing Side Panel


Fig. 236: Opening Glove Box

Fig. 237: Removing Rear Panel

Fig. 238: Remove the clip

 Remove the clip.

Fig. 239: Locating Hidden Glovebox Clips


 Remove the screws, x 5.
 Remove the rear section of the glovebox.



Fig. 242: Clean The Windscreen On The Inside And Outside With A Cleaning Cloth
 Clean the windscreen on the inside and outside with a cleaning cloth.
Illustration A
Fig. 243: Measure Out Where The Antenna Shall Be Located

 Measure out where the antenna shall be located.
Illustration B
Fig. 244: Peel Off Backing

Illustration C
Fig. 245: Install The Outer Module

 Install the outer module.
HINT: For optimum adhesion, heat the glass using a hot-air gun or similar.
 Press hard for 3-4 seconds on points 1, 2, 3, 4 and 5 in sequence.

 Make sure that the tape seals tightly around the whole of the outer module.
Fig. 246: Removing Adhesive

Fig. 247: Position The Inner Module Horizontally

 Position the inner module horizontally on the inside of the windscreen so that it covers the outer module.

Fig. 249: Identifying Trim Marking



 Make sure that the sealing strip is on the outside of the panel.

Fig. 253: Connect The Antenna Cable

 Connect the antenna cable (1) to the cable (2) from the carphone holder.
Fig. 254: Identifying Tie Straps

 Fold the antenna cable excess forward and back in long lengths by the air duct. Secure with three tie
straps.
NOTE: The antenna cable excess must not be wound up into a bundle as this
could cause interference.
Fig. 255: Plug In The Connectors

 Plug in the connectors.
NOTE: There are color markings (1) on the front connector.
Fig. 256: Identifying Weatherstrip


 Reinstall the rear section of the glovebox (marked grey) by guiding it in diagonally inside the center
console. The rear section must be positioned on the outside of the remaining inner section.
 Reinstall the clip at the air duct.
Fig. 258: Installing Side Panel

Fig. 259: Installing Rear Panel

NOTE: Keep the vehicle indoors for two hours after completing the work. Do not wash
the vehicle during the following 48 hours in order to achieve optimum adhesion.
MOBILE COMPUTING SERVICES

Fig. 260: Identifying Portable Navigation System

Navigation system, portable
Equipment
Fig. 261: Snow Chain Tool Box

Fig. 262: Wrench

Fig. 263: Drill

Fig. 264: Drill Bit

Fig. 265: Hole Saw

Fig. 266: Utility Knife

Fig. 267: Identifying Measuring Tape

Fig. 268: Weatherstrip Tool

Fig. 269: Identifying Removal Tool

Fig. 270: Volvo Tool 9995919


Kit contents
Fig. 272: Identifying Kit Contents

CONTROL MODULE INFORMATION AND ENTERTAINMENT
Operation Number(s): 39730
Special tools
951 2932 Tension spring
Tool description: Tension spring
Tool boards: 80
999 5919 PULLER (SEAL-PINION, CAM-CRANKSHAFT)B200-6304
Tool description: PULLER (SEAL-PINION, CAM-CRANKSHAFT)B200-6304
Tool boards: 46
INFORMATION
 Read through all of the instructions before starting installation.

 Notifications and warning texts are for your safety and to minimize the risk of something breaking during
installation.
 Ensure that all tools stated in the instructions are available before starting installation.
 Certain steps in the instructions are only presented in the form of images. Explanatory text is also given
for more complicated steps.
 In the event of any problems with the instructions or the accessory, contact your local Volvo dealer.
CONDITIONS
Where the procedure differs, the right-hand version is also shown with text and image.
Fig. 273: Identifying Ignition Key In 0 Position

Set the ignition key to position 0.
REMOVAL

Remove the panel.
Fig. 275: Removing Clip

Remove the clip.

Fig. 276: Removing Duct

Fig. 277: Identifying Glove Compartment


Remove the panel.

Remove the screw.


Remove the screws.

Remove the panel.

Fig. 282: Identifying Floor


Disconnect the connectors.

Fig. 284: Detaching Panel

Remove the panel.
Fig. 285: Identifying Pillar

Fig. 286: Measuring And Marking

Measure and mark as shown in the illustration.
Fig. 287: View Of Drilled Hole


Fig. 289: Centering Holes

Center the holes against each other.


NOTE: Ensure that the part is correctly positioned against the panel's surface.
Drill the holes.
Fig. 291: Installing Screws

Install the screws.

Fig. 292: Drilling Hole In Specified Area


Remove the screws.

Fig. 294: Adjusting Cable Length

Adjust the cable length so that the marking ends up as displayed in the image.
ALL VEHICLES
Fig. 295: Installing Screws

Install the screws.

Fig. 296: Identifying Trim Panel And Cables

Fig. 297: Pulling Wiring Through

see 9512932
Pull the wiring through.

Fig. 298: Install The Panel

Install the panel.
Fig. 299: Removing This Component

CAUTION: Be extra careful when removing or installing this component.
NOTE: One side at a time.

Fig. 300: Removing Component

Fig. 301: Disconnect The Connectors



CARS WITH MANUAL TRANSMISSIONS
Fig. 303: Removing Shift boot

ALL VEHICLES
Fig. 304: Removing Hand Brake Side Panel


Fig. 306: Identifying Rear Edge Screws

Remove the screws.

Release the lock.


Fig. 309: Release The Catches

Release the catches

Fig. 310: Remove The Screws

Remove the screws.


Fig. 313: Remove The Screws

Remove the screws.


see 9995919
Release the lock.


Remove the screws.
Fig. 317: Remove the screws

Remove the screws.

Fig. 318: Disconnect the connector

Fig. 319: Remove The Panel

Remove the panel.


Fig. 321: Identifying Direction To Lift Out Tunnel Console


Fig. 322: Unplug the connector from the 12V socket

Fig. 323: Connect The Connectors

Connect the connectors.

Fig. 324: Securing Fuse Holder And Connector

Install the part with butyl tape.
Fig. 325: Push The Tunnel Console Down Into Position


Fig. 326: Connect The Large Grey Connectors

Fig. 327: Identifying Cable

Fig. 328: Identifying Seat In Position


Remove the panel.
Remove the screws.
Torque: Front seat to body
40 Nm
Fig. 330: Identifying Seat Position


Remove the panel.


Remove the screws.
Torque: Front seat to body
40 Nm
Fig. 333: Identifying Seat Position

Fig. 334: Removing Trim

Fig. 335: Folding Carpet

Fold the carpet to the side.

Fig. 336: Routing Cable

Fig. 337: Routing Cable Harness

Route the cable harness to the existing cable harness.



Place any excess inside the floor carpet.

Fig. 340: Folding Floor Carpet

Fold the floor carpet back.


Fig. 342: Identifying Excess Foam Tape

Tear off the excess foam tape.
Fig. 343: Identifying Cable Tie Strap

Reinstall the removed parts in reverse order.

Fig. 344: Identifying Portable Navigation System

Navigation system, portable, installation kit TMC
Equipment
Fig. 345: Snow Chain Tool Box


Fig. 347: Weatherstrip Tool

Kit contents
Fig. 348: Identifying Volvo Kit Contents

CONTROL MODULE INFORMATION AND ENTERTAINMENT
Operation Number(s): 39732
Special tools
951 2932 Tension spring
Tool description: Tension spring
Tool boards: 80
Materials
Melting adhesive 1161656
INFORMATION
 Read through all of the instructions before starting installation.

 Notifications and warning texts are for your safety and to minimize the risk of something breaking during
installation.
 Ensure that all tools stated in the instructions are available before starting installation.
 Certain steps in the instructions are only presented in the form of images. Explanatory text is also given
for more complicated steps.
 In the event of any problems with the instructions or the accessory, contact your local Volvo dealer.

Set the ignition key to position 0.
REMOVAL

Remove the panel.
Fig. 351: Removing Clip

Remove the clip.

Fig. 352: Removing Duct

Fig. 353: Identifying Glove Compartment


Remove the panel.

Remove the screw.


Remove the screws.

Remove the panel.

Fig. 358: Identifying Floor




Remove the cable tie(s).
Fig. 361: Routing Cable (1 Of 2)

Fig. 362: Routing Cable (2 Of 2)


Detach the panel.

Fig. 364: Identifying Clip(s)

Unhook the clip(s).

Fig. 366: Routing Wiring

Fig. 367: Taping Cable

Fig. 368: Melting Adhesive, 1161656

Use: Melting adhesive, 1161656
Fig. 369: Folding Insulation

Fold the insulation to one side.

Fig. 370: Removing/Installing Trim Panel

Fig. 371: Pulling Wiring

see 9512932
Fig. 372: Identifying Trim Panel

Fig. 373: Identifying Clip On Trim Panel

Fig. 374: Installing Panel

Install the panel.


Fig. 376: Identifying Excess Foam Tape

Tear off the excess foam tape.

Clamp the cables and connectors to the existing cables to prevent noise.
Reinstall the removed parts in reverse order.
NAVIGATION SYSTEM, PORTABLE (2006-2007)

NAVIGATION SYSTEM PORTABLE
only.
NOTE: The disc marked A in the kit is used on cars with loudspeaker grilles.
ASSEMBLING THE HOLDER
damaged.

 To prevent great resistance when the nut for the holder is tightened, hold the screw and screw the nut on
and off the threaded part of the screw. Carry this out on all screws and nuts.

holder.

Carefully pry off the spacer using P/N 31212784 . The part number (1) is on the bottom of the spacer.


installing it.
Illustration A

Illustration B



PREPARATIONS



Fig. 390: View Of Up Air Vents


Fig. 391: Removing Air Vents


Illustration A

Illustration B





weatherstrip tool.


back.






NOTE: Make sure that the optic cables are not bent or stretched. They may not be
bent with a radius less than 25 mm (1").


 Choose LHD on the drilling template and mark the holes in the center using a scriber.
 Predrill the holes according to the template using a Ø5 mm (13/64") drill bit. Fit a 15 mm (19/32") drill
stop. Drill square to the dashboard where the holes are to be positioned.
Illustration A


(13/64") .
Illustration B


 Drill out for the cradles three feet.
NOTE: Only drill through the vinyl layer and foam layer, not through the plastic
layer (1) on the lower part of the dashboard as this will make the hole too
large for the nuts that are to be tightened from underneath.

 Select a Ø25 mm (1/2") hole saw.

drill stop.

appears.
INSTALLATION



Fig. 413: View Of Cable Harness Routing

NOTE: The cable harness is always routed on the right side through the tunnel console
and the center console.
 Fold out the mat by the front edge of the tunnel console.
 Insert a wire spiral on the right-hand side of the gear shift carrier and out at the front edge of the tunnel
console.
 Tape the small connector and a piece of the cable to the wire, and carefully pull through.
Applies to cars with automatic gearbox
Fig. 414: Identifying 12 V Outlet To Female Connector

 Connect the connector (1) that was removed from the 12V outlet to the female connector (2) on the routed
cable.
 Connect the remaining connector to the 12V outlet.

Fig. 416: Identifying Foam Tape To Fuse Holder

 Wrap the foam tape around the fuse holder to prevent rattling.
Fig. 417: View Of Gathered Surplus Cable

 Route the cable so that all surplus cable is gathered at the front edge of the tunnel console. Do not push on
the panel yet.
Fig. 418: Identifying Butyl Tape

 Attach pieces of butyl tape on the right-hand side of the tunnel console to secure the cable harness.

Fig. 420: View Of Foam Tape Around Fuse Holder

Fig. 421: Securing Fuse Holder To Cable Harnesses

 Position the fuse holder on the cable harnesses by the gear shift carrier's right-hand rear corner and secure
using a cable from the kit.

cable.
 Connect the remaining connector to the 12 V outlet.
Fig. 423: Identifying Cable Harness With Butyl Tape

 Place the cable harness to the far right against the panel above the mat and secure with pieces of butyl
tape.
Fig. 424: View Of Wire Through Dashboard Hole

 Continue to pull the wire up through the dashboard out through the hole for the ventilation outlets.

 Connect the cable from the cradle to the newly routed cable.
FINISHING WORK


Fig. 427: Installing Air Outlet Housing

 Refit the housing for the air outlets. Make sure the cable to the cradle is not pinched.


 Connect and reinstall the media player.







Fig. 435: Installing Center Console

 Insert the connector and fuse holder in the tunnel console. There is very little space so ensure that the
components are not positioned so they can be damaged.




damaged.

 To prevent great resistance when the nut for the holder is tightened, hold the screw and screw the nut on
and off the threaded part of the screw. Carry this out on all screws and nuts.

holder.

Carefully pry off the spacer using P/N 31212525 . The part number (1) is on the bottom of the spacer.


installing it.
Illustration A

Illustration B



PREPARATIONS

Fig. 450: View Of Up Air Vents


Fig. 451: Removing Air Vents


Illustration A

Illustration B





weatherstrip tool.


back.





REMOVE


Illustration A

Illustration B

 Spread out a piece of paper inside the dashboard to catch the drill waste. Drill square to the loudspeaker
grille where the holes are to be positioned.
 Choose LHD on the drilling template and carefully predrill the holes according to the template using a
Ø3 mm (1/8") drill bit. Continue to drill through the console to the loudspeaker located 15 mm (19/32")
behind the grille.
Illustration A

 Remove the loudspeaker grille as follows: Insert the special tool 9995919 into the joint between the
loudspeaker grille and the dashboard approximately as shown in the illustration, until it engages.
Illustration B

 Pull upwards until the loudspeaker grille detaches. The loudspeaker grille is securely fastened by four
clips. Move the tool closer to the clip to facilitate removal.


 Drill the three holes for the cradles feet using a step drill Ø14 mm (9/16") .

bit .



 Drill the holes for the cradles stud screws using a Ø7 (9/32") mm drill bit.
 Remove the cloth.
INSTALLATION


Fig. 475: View Of Cable Harness Routing

NOTE: The cable harness is always routed on the right-hand side through the tunnel
console and the center console.
 Fold out the mat by the front edge of the tunnel console.
 Insert a wire spiral on the right-hand side of the gear shift carrier and out at the front edge of the tunnel
console.
 Tape the small connector and a piece of the cable to the wire, and carefully pull through.

Applies to cars with automatic gearbox

cable.

Fig. 478: Identifying Foam Tape To Fuse Holder

Fig. 479: View Of Gathered Surplus Cable

 Route the cable so that all surplus cable is gathered at the front edge of the tunnel console. Do not push on
the panel yet.
Fig. 480: Identifying Butyl Tape

 Attach pieces of butyl tape on the right-hand side of the tunnel console to secure the cable harness.

Fig. 482: View Of Foam Tape Around Fuse Holder

Fig. 483: Securing Fuse Holder To Cable Harnesses

 Position the fuse holder on the cable harnesses by the gear shift carrier's right-hand rear corner and secure
using a cable from the kit.

cable.
Fig. 485: Identifying Cable Harness With Butyl Tape

 Route the cable harness to the far right against the panel above the mat and secure with pieces of butyl
tape.
Fig. 486: View Of Wire Through Dashboard Hole

 Continue to pull the wire up through the dashboard out through the hole for the ventilation outlets.

 Take out the short connection cable from the kit and connect to the newly routed cable harness.




NOTE: Ensure the stud bolts fit in their holes before securing the grille.
 Push the cable through the holes in the grille and loudspeaker console.
 Carefully push on the loudspeaker grille with the cradle on the loudspeaker console. File out the holes for
the stud bolts if necessary.
 Remove any chips from the loudspeaker.
FINISHING WORK

Fig. 492: Installing Air Outlet Housing

 Refit the housing for the air outlets. Make sure the cable to the cradle is not pinched.

INSTALL
Fig. 494: Identifying Center Console Panel Screws

 Reinstall the center console's panel.




Fig. 498: Pressing Panel Into Place

 Insert the connector and fuse holder in the tunnel console. There is very little space so ensure that the
components are not positioned so they can be damaged.




NAVIGATION SYSTEM, PORTABLE (2008-2012)

NAVIGATION SYSTEM, PORTABLE
only.
NOTE:  Sections 1-74 apply to cars without loudspeaker grilles.

 Sections 75-146 apply to cars with loudspeaker grilles.
NOTE: The disc marked A in the kit is used on cars with loudspeaker grilles.
damaged.

 To prevent too great resistance when the nut for the holder is tightened, hold the screw and screw the nut

holder.



installing it.

 Install the spacer in the bottom of the holder. Ensure that the holder's two screw turrets align between the
small pins in the oblong holes in the spacer.

 A click should be heard when the spacer is securely in position.


Place the connector in the bottom of the holder so that:
 the guide hole (1) in the connector's circuit board aligns in the corresponding pin at the bottom of the
holder
 the holes (2) in the circuit board are over the holder's screw turret.

PREPARATIONS



Fig. 515: Removing Ventilation Outlet

NOTE: Pay particular care to the dashboard and the outlet ribs. These can easily
be damaged. The outlet is mounted very firmly.





Loosen the rim around the display and the media player as follows:
 Press in the lock catch on the edge of the media player's tray with a small screwdriver. Carefully pry out
one corner using a plastic weatherstrip tool.

back.












catches.



Illustration A

Illustration B




 Remove the connector at the rear of the climate panel: Put the panel to one side.



 Choose LHD on the drilling template and mark the holes in the center using a scriber.
 Select a Ø5 mm (13/64") drill bit. Fit a 15 mm (19/32") drill stop.
 Predrill the holes according to the template. Drill square to the dashboard where the holes are to be
positioned.

Illustration A


(13/64") .
Illustration B


 Drill out for the cradles three feet.
NOTE: Only drill through the vinyl layer and foam layer, not through the plastic
layer (1) on the lower part of the dashboard as this will make the hole too
large for the nuts that are to be tightened from underneath.

 Select a Ø25 mm (1/2") hole saw.

drill stop.

appears.
INSTALLATION






console.


Fig. 550: Connecting 12V Outlet Connectors

The new cable is routed on the right-hand side of the tunnel console and center console up to the area for
the ventilation nozzles.

Fig. 552: Clamping-In Cable Harness Along Existing Cable Harness


NOTE: Protect the hand brake and the gear shift when fitting the tunnel console.
 Push the tunnel console down into position. However, do not push it forward into position.
 Route the cable harness from the 12V outlet on the right-hand side of the tunnel console's front edge.

 Connect the large grey connectors to each other at the front of the tunnel console.
Fig. 555: View Of Fish Wire From Air Outlet

tunnel console.
NOTE: Route the cable harness so there is no risk of it wearing through.


 Connect the cable from the cradle to the newly routed cable.
FINISHING WORK



NOTE: Make sure the cable to the cradle is not pinched.
 Press the air outlets into place in the dashboard.


 Fit the media player and tighten.
Fig. 560: Identifying Media Player Tabs


 Plug in the connector to the center console's panel and reinstall.




Illustrations A and B apply to all models.
















damaged.

 To prevent too great resistance when the nut for the holder is tightened, hold the screw and screw the nut

holder.



installing it.

 Install the spacer in the bottom of the holder. Ensure that the holder's two screw turrets align between the
small pins in the oblong holes in the spacer.

 A click should be heard when the spacer is securely in position.


Place the connector in the bottom of the holder so that:
 the guide hole (1) in the connector's circuit board aligns in the corresponding pin at the bottom of the
holder
 the holes (2) in the circuit board are over the holder's screw turret.

PREPARATIONS


NOTE: Pay particular care to the dashboard and the outlet ribs. These can easily
be damaged. The outlet is mounted very firmly.





Loosen the rim around the display and the media player as follows:
 Press in the lock catch on the edge of the media player's tray with a small screwdriver. Carefully pry out
one corner using a plastic weatherstrip tool.

back.












catches.



Illustration A

Illustration B




 Remove the connector at the rear of the climate panel and put the panel to one side.
INSTALL

 Remove the template from the kit. Cut out around the outer lines.

Illustration A

Illustration B

 Choose LHD on the drilling template. Mark the holes in the center using a scriber.
 Carefully predrill the holes following the template using a Ø3 mm (1/8") drill bit. Drill at right angles
through the speaker grille and speaker bracket.
Illustration A

 Remove the loudspeaker grille as follows: Insert the special tool 999-5919-46 into the joint between the
Illustration B

 Pull upward until the loudspeaker grille detaches. The loudspeaker grille is securely fastened by four
clips. Move the tool closer to the clips to facilitate removal.

 Drill the three holes for the cradles feet using a step drill Ø14 mm (9/16") .

bit .



 Drill the holes for the cradles stud screws using a Ø7 mm (9/32") drill bit.
 Remove the cloth from the loudspeaker.
 Remove the paper from the dashboard and from the air ducts.
 Remove the paper from the air duct openings.
INSTALLATION





console.


Fig. 628: Connecting 12V Outlet Connectors

The new cable is routed on the right-hand side of the tunnel console and center console up to the area for
the ventilation nozzles.

Fig. 630: Clamping-In Cable Harness Along Existing Cable Harness


NOTE: Protect the hand brake and the gear shift when fitting the tunnel console.
 Push the tunnel console down into position. However, do not push it forward into position.
 Route the cable harness from the 12V outlet on the right-hand side of the tunnel console's front edge.

 Connect the large grey connectors to each other at the front of the tunnel console.
Fig. 633: View Of Tape To The Connector

tunnel console.
NOTE: Route the cable harness so there is no risk of it wearing through.


 Take out the short connection cable from the kit and connect to the newly routed cable harness.




NOTE: Ensure the stud bolts fit in their holes before installing the grille.
 Push the cable through the holes in the grille and loudspeaker console.
 Carefully push on the loudspeaker grille with the cradle on the loudspeaker console. File out the holes for
the stud bolts if necessary.
FINISHING WORK


NOTE: Make sure the cable to the cradle is not pinched.
 Press the air outlets into place in the dashboard.
INSTALLING

 Plug in the connector to the center console's panel and reinstall.




Illustrations A and B apply to all models.

















NAVIGATION SYSTEM, TURN BY TURN

see CARS EQUIPPED WITH SRS/SIPS (AIRBAG)
NAVIGATION SYSTEM, TURN BY TURN

NOTE: The installation instructions describe connection to external and internal

amplifier. The external amplifier located to the left in the cargo compartment
and the internal amplifier is in the media player.
external amplifier.
PREPARATIONS






 Carefully prize off the panel at the rear edge of the center console. Use a weatherstrip tool. The panel is
secured by two clips on each of the short sides.




 Carefully prize off the panel inside the center console. Use a plastic weatherstrip tool. The panel is
secured by two clips on each of the short sides.

player cover. Use a small screwdriver. Carefully prize off the surround at the corner. Use a plastic
weatherstrip tool.


back.



NOTE: Note how the wiring is packed on the reverse side. The fibre optic cables
are easily damaged and must not be bent to a radius less than 25 mm (1
3/4 ").
Fig. 671: Angle Up Air Vents



Illustration A

 Insert the tool P/N 9995919 in the space which is opened and pull out until the catch releases.
Illustration B
Fig. 674: Identifying Housing Pulled Out



 Remove the panel on the right-hand end of the dashboard. Carefully prize off the panel until the three
clips release. Use a weatherstrip tool.




 Detach the connectors on the top.



 Remove the four screws to the inner section of the glovebox and pull it out. Place it to one side.
Fig. 681: Identifying Phone Module (PHM) Screws

Applies to cars with integrated telephone and where the traffic message (TMC) control module shall be
installed.
 Remove the screws in the phone module (PHM). Remove the control module, detach the connector on the
rear side and place it to one side.
INSTALLING THE BRACKET FOR THE REMOTE CONTROL HOLDER
Fig. 682: Identifying Left-Hand Support Leg

 Fit the support legs of the bracket from the kit into the socket for the surround of the combined instrument
panel and in the left-hand air vent.
 Position the left-hand support leg of the bracket as shown in the illustration. The front edge of the support
leg must be parallel with the edge in the cut-out in the dashboard and the measurement to the bottom edge
of the support leg must be taken from the center of the radius.

Fig. 684: Identifying Left-Hand Support Leg Of Bracket With Screws And Mounting Plate
 Secure the left-hand support leg of the bracket to the dashboard using two screws and the mounting plate
(located on the inside) from the kit.
Fig. 685: Drill a Hole, Secure with Screw

 Drill out the hole for the right-hand support leg using a Ø4 mm (5/32") diameter drill bit. Use a 10 mm
(25/64") drill stop.
 Take a screw from the kit and secure the right-hand support leg.
INSTALLING THE SCREEN BRACKET
Fig. 686: Marking Up And Drilling Holes On Template

Applies to cars without loudspeaker grilles
 Tape the drilling template from the kit to the dashboard so that the angles in the lower edge of the
template are edge to edge with the upper edge of the air vents, and the template is centered between them.
 Cover the holes in the air ducts on the inside so that the shavings from the drill cannot enter.
 Mark up and drill the holes, Ø10 mm (25/64") and Ø16 mm (5/8") , in accordance with the information
on the template. Use an angle drilling machine, and keep it at right-angles to the dashboard. Use a 25 mm
(1") drill stop on the 10 mm (25/64") diameter drill bit, so that the air ducts are not penetrated.
 Remove the drill shavings and the covering over the air ducts.
 Remove the drilling template.
Applies to cars with loudspeaker grilles
Fig. 687: Identifying Loudspeaker Grille And Tool

Illustration A
 Remove the loudspeaker grille as follows: insert the tool, P/N 999-5919-46, into the joint between the
Fig. 688: Identifying Grille Pulled Upwards

Illustration B
 Pull upwards until the loudspeaker grille detaches. The loudspeaker grille is securely fastened by five
clips. Move the tool closer to the clips to facilitate removal.
Fig. 689: Identifying Holes

 Mark out the holes on the underside of the loudspeaker grille using a scriber as shown in the illustration.
Drill out the holes in accordance with the specified dimensions. The center for the Ø10 mm (25/64")
holes and the Ø20 mm (25/32 ") hole (1) is in the center of the hexagon. The center for the Ø20 mm
(25/32") hole (2) is slightly below the edge of the hexagon. Drill the Ø20 mm (25/32") holes from the
top of the loudspeaker grille.
NOTE: Do not damage the loudspeaker grille.
 Smooth down the hole edges.

Fig. 690: Identifying Yellow Connector

 Take the long cable with yellow connector and the bracket for the screen from the kit.
 Insert the yellow connector into the hole in the bracket, route through the cable and position the black
connector in its socket.
Fig. 691: Identifying Screw Plate

 Detach the screw plate away from the other installation components of the screen bracket.
Fig. 692: Identifying Connector Screw Plate

 Take the connector screw plate. Fit it in the rectangular cut-out on the underside of the bracket so that the
semi-circular recess for the cable points forward as shown in the illustration.
Fig. 693: Identifying Self Tapping Screws

 Take two small self tapping screws from the kit and tighten the connector into the bracket.

 Guide down the yellow connector into the dashboard in the center of the three holes which are in line
with each other.
Fig. 695: Identifying Screws And Screw Plates

 Fit the two screw plates from the kit on the underside of the dashboard.
 Take three screws from the kit, L = 30 mm (1 3/16") X 2 front and L = 20 mm (25/32") rear. Tighten the
screen bracket into the dashboard.
NOTE: Re-tighten the screws at the next service interval.


 Guide down the yellow connector into the loudspeaker grille in the right-hand hole of the three holes and
route through the cable.
Fig. 697: Identifying Screw Plates And Loudspeaker Grille

Illustration A
 Detach the two screw plates from each other.

 Fit the larger of the two screw plates on the underside of the loudspeaker grille. (The remaining small
screw plate shall not be used.)
 Take two screws (L= 20 mm (25/32") from the kit and tighten the screen bracket into the dashboard.
Illustration B
Fig. 698: Identifying Loudspeaker Grille

 Insert the cable in the dashboard in the hole in the bracket to the loudspeaker. Press in the loudspeaker
grille.
Fig. 699: Routing Cable From Screen Bracket

 Route the cable from the screen bracket to the right, past the compartment for the media player, down to
the hole (1) where the detachable air duct was located. Continue to route the cable forward inside the
cover and out where the glovebox was located.
 Reinstall the air vents.
INSTALLING THE TMC ANTENNA

 Fold down the roof.

 Remove the A-pillar panel on the right and left-hand sides.
Fig. 701: Fold Down Sun Visors

 Fold down the sun visors and unhook them from their mountings.
Fig. 702: Remove The Locking Plugs

 Remove the locking plugs using a small screwdriver.
Fig. 703: Release The Expander Clips

 Guide up a large screwdriver to release the expander clips. Pull the sun visor mounting down so that it
detaches. Note the cable routing for the sun visors. Allow the sun visors to hang right down.
Fig. 704: Lift Up The Catch For The Sun Visors

 Using a screwdriver, lift up the catch for the sun visor's center attachment. Prize the attachment away at
the front edge using a weatherstrip tool.
Fig. 705: Removing Sun Visors

NOTE: Before removal, note the position of the sealing strip at the top edge against the
panel, and the cable routing for the sun visors.
 Pull the panel straight down until the clips, x 4, detach and then pull it straight back.
Fig. 706: Cleaning Marked Surface In Black Frame On Inside Of Windscreen

 Cleaned the marked surface around the black frame on the inside of the windscreen where the antenna
strip shall be located. Use the cleaning cloth from the kit. Wipe dry.
 Heat the windscreen where the antenna strip shall be adhered using a hot-air gun to 45°C (113°F) , in
order to obtain the best possible adhesion.
Fig. 707: Removing Protective Backing

 Remove the protective backing tape on the transparent antenna strip from the kit.
Fig. 708: Press In The Antenna Strip

 Press in the antenna strip centered on the right-hand section of the windscreen, edge to edge with the
black edge of the windscreen. The straight edge of the antenna strip must be turned toward the roof. Press
it in firmly so that bubbles are not formed.
Fig. 709: Cutting Off Bar At Marking

 Take the antenna box with cables from the kit. Cut off the whole of the bar at the innermost marking as
shown in the illustration.
Fig. 710: Clean The Rectangular Contact Surface On The Antenna Strip
 Clean the rectangular contact surface on the antenna strip.

 Remove the protective backing tape from the antenna box.

Fig. 712: Press The Antenna Box In Centered On The Rectangular Contact Surface
 Press the antenna box in centered on the rectangular contact surface. The cable and the thick protruding
section must point upwards. Press firmly so that it adheres.
Fig. 713: Identifying Drilling hole

 Drill a Ø2.5 mm (3/32") diameter hole for the antenna's ground lead.
NOTE: Use a drill stop to avoid drilling through the roof.

Fig. 714: Route Ground Cable To Drilled Hole

 Route the ground cable to the drilled hole. Take a toothed washer and screw from the kit and tighten in
the ground cable.

 Pull the strip away down to where the sill starts.

Fig. 716: Secure The Cable At The Existing Cable Harness Using Tape
 Route the cable along the existing cable harness away to the right-hand A-pillar and down to the
dashboard.
 Secure the cable at the existing cable harness using tape.

 Route the cable by the dashboard and on to the area inside where the glovebox was located.
Fig. 718: Mark Out On The Panel Where The Antenna Box
 Remove the roof panel clips and reinstall the roof panel temporarily.
 Mark out on the panel where the antenna box is located.
 File/cut a cut-out in the roof panel.
Reinstall:
 the clips on the roof panel

 the roof panel with sun visors
 the A-pillar panels.
INSTALLING THE GPS ANTENNA
Fig. 719: Identifying Left-Hand Air Vent

 Angle up the left-hand air vent.

 Grip the air vent, press it in and pull it up.
Illustration A
Fig. 721: Identifying Scriber And Tool P/N 9995919

 Insert the tool P/N 9995919 in the space which is opened and pull out until the catch releases.
 Repeat this on the other catch in the lower edge.
Illustration B
Fig. 722: Identifying Housing

Fig. 723: Cutting Adhesive Tape

 Take the larger of the pieces of double-sided adhesive tape from the kit and cut it into two equal pieces.
Fig. 724: Cleaning Marked Surfaces

 Clean the two marked surfaces on the front part of the air vent using isopropanol P/N 1161721. Wipe dry.
Fig. 725: Cleaning Marked Surfaces On Underside Of GPS Antenna

 Take the GPS antenna from the kit and clean the two marked surfaces on the underside using isopropanol
P/N 1161721. Wipe dry.

 Remove the protective backing tape from one side of the two pieces of tape.
Fig. 727: Identifying Pieces Of Tape On Underside Of GPS Antenna

 Firmly press in the two pieces of tape on the underside of the GPS antenna.

 Remove the last piece of protective backing tape from the two pieces of tape.
Fig. 729: Identifying GPS Antenna

 Firmly press in the GPS antenna on the front part of the air vent.
Fig. 730: Fit The Air Vent With The Cable In Dashboard
 Fit the air vent with the cable in place in the dashboard and press in. The top of the GPS antenna may
offer a little resistance in the top edge of the cut-out.
Fig. 731: Routing Cable From GPS Antenna

 Route the cable from the GPS antenna to the right in front of the driver information module (DIM), past
the compartment for the media player, down to the hole (1) in illustration B, where the detachable air duct
was located. Continue to route the cable forward inside the cover, and then out where the cable to the
screen was routed.
 Secure the cable at the driver information module (DIM) using pieces of butyl tape.
 Reinstall the combined instrument panel surround.
Fig. 732: Identifying Cable Routing

INSTALLING THE TRAFFIC MESSAGE CHANNEL MODULE (TMC)
Fig. 733: Cleaning Underside Of TMC Receiver

 Take the TMC unit from the kit and clean the marked surface on the underside using isopropanol P/N
1161721. Wipe dry.
Fig. 734: Identifying Velcro Fasteners

 Take the two long Velcro fasteners from the kit and press them together.
Fig. 735: Identifying Velcro Fasteners

 Cut the Velcro fasteners into two equal pieces.

Fig. 736: Identifying Protective Backing

 Remove the protective backing tape from one side of the Velcro fasteners which were pressed together.
Fig. 737: Identifying Velcro Fasteners On Underside Of TMC unit

 Firmly press in the Velcro fasteners on the underside of the TMC unit.
Fig. 738: Pressing Adapter Connector In Rear Edge Of TMC Unit

 Take the holder to the adapter connector from the kit and press/twist in at the rear edge of the TMC unit.
Fig. 739: Pressing Connector Into Adapter

 Take the adapter connector from the kit and press in the connector into the rear edge of the TMC unit.
Fig. 740: Plugging White Connector Into Rear Edge Of TMC Unit
 Take the long cable harness from the kit and plug the white connector into the rear edge of the TMC unit.
Fig. 741: Connecting Routed Cable From Antenna In Windscreen To Adapter In Rear Edge Of TMC
Unit
 Connect the routed cable from the antenna in the windscreen to the adapter in the rear edge of the TMC
unit.
Fig. 742: Identifying Red Crimping Sleeve

 Take the red crimping sleeve from the kit. Join the single cables from the white connector and the
connector to the antenna in the rear edge of the TMC unit.
SPLICING THE CABLE
SPLICING WITH INSULATED DAMP-SEALED CRIMPING SLEEVE
Illustration A
Fig. 743: Identifying Suitable Crimping Sleeve

Select a suitable crimping sleeve according to the cables' area in accordance with the table:
Cable Stripping
area length
Color
mm2 mm
0.3 -
Green/White 5
0.5
0.5 -
Red 6
1.0
1.0 -
Blue 7
2.5
4.0 -
Yellow 7
6.0
Illustration B
Fig. 744: Stripping Cable Ends

 Strip both cable ends in accordance with the above table. Use stripping pliers, P/N 9512620.
PRESSING THE SLEEVE
Illustration A
Fig. 745: Identifying Proper Crimping Length

 Fit the red crimping sleeve in the press tool P/N 9512785. Select the socket as per color coding. Clamp
the pliers together slightly, but only so that the crimping sleeve remains in the pliers.
 Insert the cable in the crimping sleeve until it reaches the stop.
NOTE: Make sure that the cable insulation does not come into the press area of
the sleeve or that the stripped part or the cable extends outside of the
sleeve.
Fig. 746: Identifying Splicing Pliers To Splice Cables

 Press the legs of the pliers completely together to ensure a proper splice. The pliers will then release
automatically.
 With your hand, check that the crimping sleeve is securely in place.
Fig. 747: Identifying Splice

HEATING THE CRIMPING SLEEVE
Fig. 748: Heating Crimping Sleeve

 Place a suitable shield behind the cables to be crimped to prevent thermal stress to the surrounding area.
 Warm the sleeve with a hot air gun, P/N 9512777, and suitable nozzle. It is extremely important that the
crimping sleeve be securely crimped around the cable. You should be able to see that a little bit of glue
has been forced out around the cable. (Illustration B).
Fig. 749: Crimped Sleeve

INSTALLING THE TRAFFIC MESSAGE CHANNEL MODULE (TMC), CONTINUED
Fig. 750: Cleaning Marked Surface

 Clean the marked surface on the underside of the air duct using isopropanol P/N 1161721. Wipe dry.

 Remove the protective backing tape from the double Velcro fasteners on the TMC unit.
Fig. 752: Identifying TMC Unit

 Guide the TMC unit with the connectors pointing forward up toward the underside of the air duct.
Position it so that it does not press against surrounding components, and firmly press it in.
Applies to cars with integrated telephone:
 Reinstall the phone module (PHM) on the underside.

 Torque tighten the two screws to 10 Nm (7.5 lbf. ft.) .
CONNECTING TO THE CENTRAL ELECTRONIC MODULE (CEM)

Fig. 753: Identifying Adapter Cable And Grey Connectors

 Take the adapter cable (1), P/N 30737807, with two small, two large grey and two black connectors from
the kit.
 Applies to cars with TMC unit: Plug the two small grey connectors (2) into the corresponding grey
connectors (3) in the cable harness from the TMC unit.
 Applies to cars without TMC unit: Take the long cable harness from the kit. Plug the two small grey
connectors (2) from the adapter cable into the corresponding grey connectors (3) in the long cable
harness.
Fig. 754: Identifying Connector And Brace

 Detach the 32-pin connector in the central electronic module (CEM) by first moving the connector's brace
(A) backward, and then detaching the connector (B) upward.
Fig. 755: Identifying Secondary Catch

 Remove the secondary catch on the connector by first prizing out both catches at the short sides, and then
remove the catch upward. Use tool P/N 9512639.
Fig. 756: Identifying Position 20

 Remove the cable from position 20 (only certain car models have this cable connected) by carefully
inserting the tool, P/N 9512639 as shown in the illustration, and then disengaging the primary catch while
pulling out the cable.

 Dismantle the 4-pin loose black connector from the adapter cable, P/N 30737807. Remove the connector's
secondary catch by first prizing out the two catches at the short sides and then pulling the catch outward.
Fig. 758: Plugging Cable Detached From Position (20) Into Position (2) On 4-Pin Black Connector
 Plug the cable previously detached from position 20 in the 32-pin connector into position 2 on the loose
4-pin black connector.
Fig. 759: Identifying Loose Short Insulated Black/White (SB/W)

 Install the loose short insulated black/white (SB/W) cable for the speed signal on the adapter cable (P/N
30737807) in the 32-pin connector, instead of the one previously removed from position 20.
Fig. 760: Identifying Position 5

 Remove the cable from position 5 (only certain car models have this cable connected) by carefully
inserting the tool, P/N 9512639 as shown in the illustration, and then disengaging the primary catch while
pulling out the cable.
Fig. 761: Plugging Cable From Position (5) In 32-Pin Connector Into Position (1) On 4-Pin Black
Connector
 Plug the cable previously detached from position 5 in the 32-pin connector into position 1 on the loose 4-
pin black connector.
Fig. 762: Identifying Loose Short Insulated Green/Brown (GN/BN) Cable

 Install the loose short insulated green/brown (GN/BN) cable for the reversing signal on the adapter cable
in the 32-pin connector, instead of the one previously removed from position 5.
 Reinstall the secondary catch.
Illustration A
Fig. 763: Identifying Black/White (SB/W) Cable

 Take the red (R) crimping sleeve from the kit.

 Splice the black/white (SB/W) cable in position 3 from the 4-pin connector (illustration B), together with
the long black/white (SB/W) cable in the routed cable harness.
Illustration B
Fig. 764: Identifying Excess Long Black/White (SB/W) Cable

 Cut off unnecessary excess from the long black/white (SB/W) cable before splicing.

 Press out and remove the secondary catch on the large black male connector in the routed cable harness.
Fig. 766: Identifying Cable Terminal

 Take the short cable with cable terminal (1) from the kit and press it into position (A) in the connector.
 Reinstall the secondary catch.
Fig. 767: Cutting Cable Ground Terminal off Brown (BN) Cable in Routed Cable Harness
 Cut off the existing cable terminal on the long brown (BN) cable to ground in the routed cable harness.
 Splice the cable together with the cable in position A, with the red (R) crimping sleeve from the kit.
Fig. 768: Identifying Black Connectors

 Plug both large black connectors from the routed cable harnesses into each other.
Fig. 769: Identifying 4-Pin Black Connectors And 32-Pin Connector

 Plug the two 4-pin black connectors into each other.

 Reinstall the 32-pin connector in the central electronic module (CEM).
INSTALLING THE CD DRIVE
Fig. 770: Identifying Screw And Adapter On Side Of CD Drive

 Take the CD drive from the kit. Remove the screw to the adapter, and remove the adapter on the side of
the CD drive. Do this on both sides. The parts shall not be used again.
Fig. 771: Identifying Rubber Spacer And CD Drive

 Take the rubber spacer from the kit and install it on the CD drive.
Fig. 772: Identifying Bracket And CD Drive

 Take the bracket from the kit and install it on the CD drive.
Fig. 773: Identifying Screws, Bracket And CD Drive

 Take two small screws from the kit and tighten the bracket into the CD drive.
Fig. 774: Identifying Yellow Connector And Green Connector

 Attach the yellow (1) connector from the screen to the green connector (2) on the routed cable harness.
Fig. 775: Inserting Brown, Black, Multi-Colored And Blank Connectors

 Take the new inner glovebox section from the kit. Insert the brown (1), black (2) and multicolored (3)
connector, and the cable with the blank connector (4), through the hole in the rear edge of the glovebox
section.
Fig. 776: Identifying Black Connector, Brown Connector, Multi-Colored Connector And Blank
Connector
 Take the CD drive with bracket and plug in the connectors:

Black connector (1)
Brown connector (2)
Multicolored connector (3)
Blank connector (4). A small click should be audible when this is pressed in and locked on the
connector.
Fig. 777: Identifying Hooks

 Fit the CD drive in the inner section of the glovebox with the hooks (1).

 Fit the inner section of the glovebox in its correct position.

 Take the screws (1) previously removed and tighten in both the CD drive bracket and the glovebox
section.
CONNECTING THE MEDIA PLAYER

Fig. 779: Routing Cable Harness With Grey Connectors

 Route the cable harness with the two large grey connectors down in front of the central electronic module
(CEM), inside the carpet to the left, along the right-hand side of the center console, up along this and out
where the media player was fitted. The whole of the excess length of cable with the long foamed cable
harness shall be located inside the carpet on the right-hand side of the center console.
 Bind in the loose connectors and fuse holder with foam tape from the kit to avoid rattling.

player.
CONNECTING THE EXTERNAL AMPLIFIER
NOTE: Applies to cars with external amplifier.







 Fold up the roof.
Fig. 786: Open The Boot Lid/Tailgate











 Use a cable tie or the like to lock the dividers two arms on the right and left side.


Remove:


Remove:
 the clip.
 the screw.


 Remove the cover for the tailgate stop, by prying between the cover and the stop using a weatherstrip
tool, so that the hooks release. Carry this out on both the left and right-hand sides.

 Remove the two lamps by using a screwdriver to press in the two catches at the top edge.






 Remove the lock for the load divider by prying between the mat and lock using a weatherstrip tool. Carry
this out on both the right and left-hand sides.




Remove the side panels on both the left and right-hand sides, by unhooking them from the stop lugs at the

 Route the cable harness with the two grey connectors and the attached thin single cable, from the area for
the glovebox. The black/white (SB/W) single cable is attached to the connector, and must be routed along
as far as possible. Route the cable between the floor carpet and sill. Locate the cable so that it is not
trapped or damaged.

 Route the cables inside the floor carpets and back towards the amplifier in the left-hand rear wheel arch.
Route the cables along the existing cable harnesses in the cargo compartment.
CAUTION: Ensure that the cable is positioned so that there is no risk of it

catching or rubbing.





 Unplug the green connector.

 Take the adapter cable with the two small connectors and thread them through the hole into the cargo
compartment.


cable.
plug connector (3) on the adapter cable into the amplifier.
 To prevent rattling, secure the detached connector to the car's existing cable harness with tie straps.
Fig. 820: Secure Cables At Lead-Through With A Tie Strap

harness.
 Reinstall the amplifier with nuts and screws, tightening torque: 10 Nm (7 lbf. ft.) .
Fig. 821: Plug The Two Grey Connectors

 Plug the two grey connectors (1) in the previously prepared adapter cable, into the corresponding grey
connectors (2) in the routed cable harness.
Fig. 822: Clamp The Connectors To The Existing Cable Harness

 Clamp the connectors to the existing cable harness.
INSTALLING THE SCREEN

Fig. 823: Identifying Screen On Connector/Holder

 Take the screen from the kit and press it in on the connector/holder.
INSTALLING THE REMOTE CONTROL HOLDER
Illustration A
Fig. 824: Cleaning Rear Side Of Holder For Remote Control

 Clean the rear side of the holder for the remote control using isopropanol. Wipe dry.
Illustration B
Fig. 825: Cleaning Front Of Bracket

 Clean the front of the bracket using isopropanol. Wipe dry.
Fig. 826: Identifying Double-Side Adhesive Tape

 Take double-sided adhesive tape from the kit and remove one piece of protective backing tape.
Fig. 827: Pressing Tape In

 Firmly press the tape in on the rear side of the holder.

 Remove the remaining protective backing tape from the double-sided adhesive tape.
Fig. 829: Pressing Holder In On Bracket

 Firmly press the holder in on the bracket.

 Secure the remote control from the kit into the holder.
FINISHING WORK


Reinstall:
 the lower vent.

 the center console and connect the dashboard environment panel
 the panel on the center console rear edge.

 the sill trim panels by the right-hand front door.
 seat cushions and backrests.
 the battery negative lead.
Reinstall in the cargo compartment:
 the side panels.

 the cargo lashing eyes, tightening torque: 24 Nm (18 lbf. ft.) .
 the toolbox.
PROGRAMMING THE SYSTEM
Illustration A
Fig. 833: Identifying Settings Screen

Program the system as follows:

1. Select "Settings"
6330
2. Select "Service"
6330
3. Press OK at "Code"
6330
4. Enter code:
6330
5. Select "X-Code"
XCA9 - VQ3Z
A6SV - FWY1
6. Enter code:
XCA9 - VQ3Z
A6SV - FWY1
7. Press "OK"
8. Press "Save settings"
NOTE: Do not forget this
Illustration B
Fig. 834: Identifying Volvo Menu Screen

Volvo menu
The system now starts up with the Volvo logo and is ready for use.
RADIO MUTE FUNCTION
Applies only if the car has AEM and the Radio Mute function is desired
The function mutes the radio when there are navigation messages.
 Take a new cable with minimum area 0.35 mm2 .

 Using a crimping sleeve, splice the new cable with the brown/white (BN/W) cable from the brown
connector at the navigation unit.
 Route the cable along the rear crossmember and connect it at position 11 in the accessory electronic
module (AEM). If the position is in use by handsfree mute, splice the cable with the crimping sleeve.
Make sure that the splices are performed as described.
 Load the Telemute application in AEM.
see SUPPLEMENTAL RESTRAINT SYSTEM MODULE, SRS

MIRRORS Body and interior
MIRRORS
Body and interior
MIRRORS
INNER REAR VIEW MIRROR
REMOVAL


VEHICLES WITH PROXIMITY WARNING CAMERA

Fig. 3: View Of Proximity Warning Camera Cover (1 of 2)

Fig. 4: View Of Proximity Warning Camera Cover (2 of 2)

ALL VEHICLES
Fig. 5: Twisting The Mounting

CAUTION: Only turn at the base of the mirror.
INSTALLATION
VEHICLES WITH IN-VEHICLE HUMIDITY SENSOR
Identify according to: "Identifying components on LIN-net belonging to Climate control module (CCM)" using
VEHICLES WITH ELECTRONIC COMPASS
Perform compass calibration, see COMPASS CALIBRATION
ALL VEHICLES
General Information
DTC Index
PARKING ASSIST MODULE (PAM) DTCS

PARKING ASSIST MODULE (PAM) - DTC INDEX
DTC Description
PAM-0001 Control module. Internal fault
PAM-0018 Configuration fault
PAM-E001 Control module communication. Faulty communication
PAM-E003 Configuration fault. Faulty configuration
PAM-E010 Power supply. Voltage difference too great
PAM-XXXX Unknown diagnostic trouble code (DTC) for the current control module
version
DOOR LOCKS & ANTI-THEFT SYSTEMS Electrical system
DOOR LOCKS & ANTI-THEFT SYSTEMS
Electrical system
COLLISION AVOIDANCE
PARKING ASSISTANCE MODULE (PAM), SIGNAL SPECIFICATION
General
All values specified below are between the relevant terminal and terminal #A8 (power ground).
NOTE: It is important to check ground terminals before taking readings.



terminal
#A1 15 supply U low U bat Ignition position II and III.
#A2 - - - -
#A3 - - - -
#A4 - - - -
#A5 - - - -
#A6 - - - -
#A7 CAN L - During communication the
-
#A8 Ground U low U low -
#A9 - - - -
#A10 - - - -
#A11 - - - -
#A12 - - - -
#A13 - - - -
During communication the
#A14 CAN H - -
#A15 - - - -
#A16 - - - -
Fig. 2: Identifying Connector B

SIGNAL TABLE CONNECTOR B, CENTER TERMINAL

terminal
#B1 Signal ground, front U low U low -
parking sensor
#B2 Voltage supply, U low U bat -
front parking
sensors
#B3 - - - -
#B4 - - - -
#B5 Signal, parking - - -
sensor 8 (outer right
front)
Signal, parking
#B6 sensor 7 (inner right - - -
front)
Signal, parking
#B7 sensor 6 (inner left - - -
front)
Signal, parking
#B8 sensor 5 (outer left - - -
front)
#B9 - - - -
#B10 - - - -
#B11 - - - -
#B12 - - - -


terminal
#C1 - - - -
#C2 Signal, parking - - -
sensor 3 (inner right
rear)
Signal, parking
#C3 sensor 2 (inner left - - -
rear)
Signal, parking
#C4 sensor 4 (outer right - - -
rear)
Signal, parking
#C5 sensor 1 (outer left - - -
rear)
#C6 - - - -
#C7 - - - -
Signal ground, rear U U low
#C8 low -
parking sensors
#C9 - - - -
#C10 - - - -
Voltage supply, rear U U bat

#C11 low -
parking sensors
#C12 - - - -
ACCESSORIES AND BODY, CAB Instrumentation - Installation Instructions, Accessories
Instrumentation - Installation Instructions, Accessories
PARKING ASSISTANCE, FRONT, MEASURING INSTRUCTIONS (ALL)

MEASURING INSTRUCTIONS
Fig. 1: Front Parking Assistance Measuring Instructions (1 of 8)








PARKING ASSISTANCE, FRONT (2006 - 2011 EARLY)

PARKING ASSISTANCE, FRONT
PREPARE
Fig. 9: View Of Cleaned Sensor Surfaces

 Clean the cradles.

 Use: Isopropanol
 Allow to dry.
 Avoid contact with the cleaned surfaces.
Fig. 10: Applying Thin Layer Of Activator To Surface

 Apply a thin and even layer of activator to the surface shown in the illustration. Allow to dry for at least
10 minutes.
 Use: 8637076 - Activator
REMOVE / INSTALL

 Set the ignition key to position 0 .
NOTE: Wait at least one minute before unplugging the connectors or removing other



Fig. 14: Pull The Backrest Straight Out At The Top Edge
 Pull the backrest straight out at the top edge so that the catch releases, and then straight up.


Fig. 17: Identifying Panel Screw

 Remove the screw.

 Pull the panel straight out to the side.
Fig. 18: Lift Up Cargo Compartment Divider











 Remove the divider by taking hold of the arms and lifting upward.

Remove:
 the cover
 the spare wheel, if in place

Remove:
 the screw clip

 the screw
 the tool box


 Remove the cover for the trunk lid's stop by prying off the cover and weatherstrip using a weatherstrip
tool.


For Cars With Emergency Release Handle In Cargo Compartment


Fig. 33: Removing Sill Protection

 Remove the sill molding upwards until the clips release.

 Place the sill molding to one side, without removing the connection.




Fig. 36: Removing The Roof Stop Bracket







Fig. 43: View Of Protective Backing Paper On Bumper

 Clean the outside of the bumper

 Install the protective backing paper on the center section of the bumper.
 Exercise caution in the areas where the holes shall be made. The protective backing paper functions as
masking when the sensors are painted later on.








headlamps.

Fig. 51: Locating Drill Markings

 Locate the markings on the inside of the bumper casing.

 Pre-drill hole using a Ø 3mm (1/8") diameter drill bit in the center of the marking.
 Drill out the holes from the inside. Use a Ø 8mm (5/16.) diameter drill bit.
Fig. 52: Identifying Energy Absorbent Member Markings

 Provisionally reinstall the bumper on the car. Mark out corresponding holes in the member (energy
absorbent) through the inner holes in the bumper cover
 Remove the bumper from the car.
Fig. 53: Locating markings In The Member

 Locate the markings (1) in the member.

Fig. 54: Identifying Diameter Hole Drill Bit

NOTE: There are two types of member (energy absorbing).
Foam member (EPS):
 Mark out 35 mm (1 3/8".) on the right-hand side of the hole markings in the member.
 Drill 45 mm (13/4".) deep into the foam at the four markings. Use a Ø 44 mm (1 3/4".) diameter hole
drill bit. Break off the foam pieces.
Plastic member:
 Mark out 35 mm (1 3/8".) on the right-hand side of the hole markings in the member.
 Only drill through the outer part of the member by the four markings. Use a Ø 44 mm (1 3/4") hole saw.
Fig. 55: Identifying Cable Harness Cut Outs

 Cut out for the cable harness in the member by the 2 cut-outs. The cut-outs must be 25mm (1") wide and
15mm (9/16") deep.
Fig. 56: Identifying Hole Punching Tool Sleeve

 Make holes in the bumper cover using the hole punching tool (P/N 9814069) . The hole punching tool
sleeve and screw must be inside the cover.
 Carefully deburr the inside as necessary.
Fig. 57: Clean The Area Around The Hole And Its Inner Edges
 Clean the area around the hole and its inner edges.
 Allow to dry.
Fig. 58: Apply Primer To The Hole Edges

 Apply primer to the hole edges that were created when making holes.
 Apply a thin and even layer of primer to the cleaned plastic surface.
NOTE: Not to the inside of the casing.
 Use: Bonding primer for plastic. P/N: 31335448
HINT: Spray primer into the cap of the can and apply with a brush.
CAUTION: Allow to dry at a temperature of at least +20°C for 10 min, before painting.
NOTE: Also read the instructions on the spray can.

Fig. 59: Apply A Thin And Even Layer Of Activator

 Apply a thin and even layer of activator to an area around the holes that is slightly larger than a sensor
holder.
NOTE: Not to the hole edges.

 Allow to dry for at least 10 minutes.

Fig. 60: Applying Tape To Front Of Holder

 Take four pieces of tape from the kit.

 Remove the brown protective film from the tape. Apply the tape to the front of the holder.
Fig. 61: Identifying Plastic Bonding Primer

 Apply primer to the cleaned surface. Use: Bonding primer for plastic. P/N: 31335448

Fig. 62: View Of Sensor Cleaning

 Clean the sensors. Use: Isopropanol

 Allow to dry.
Fig. 63: Mat Down The Surface

 Carefully mat the surface down. Use: Glasspaper, grade P1000

Fig. 64: View Of Sensor Cleaning

 Clean the sensors again.

 Allow to dry.
Fig. 65: Applying Primer To Sensor Surface

 Apply a thin and even layer of primer to the cleaned plastic surface.
CAUTION: Not in the center of the sensors.
 Use: Bonding primer for plastic. P/N: 31335448
HINT: Spray primer into the cap of the can and apply with a brush.

Fig. 66: View Of Tape Cover

 Remove the protective film from the affixed pieces of tape on the sensor holders.
Fig. 67: Identifying Sensor Holder Locations

 - Install the sensor holders with the small part of the flange upward. The sensor holders' top edges must be
in line and horizontal with the bumper.
 Press on the flange of each sensor holder so that the tape adheres.
NOTE: The tape adheres immediately. Incorrect positioning of the sensor holders
can result in the function being out of order completely or temporarily.
Fig. 68: View Of Cleaned Bumper Sensor Areas

 Clean the areas shown in the illustration using Isopropanol.

 Allow to dry.
 Apply activator (art. no. 8637076) .
 Allow to dry.
Fig. 69: Identifying Large Gray Connector

NOTE: Large gray connector must be on the right-hand side.
 Place the cable harness in the cover.

Fig. 70: View Of Connectors To The Sensors

 Connect the cable harness connectors to the sensors.
NOTE: A click should be heard when connecting. The noise confirms that the
catch has locked.
 Install the three sensors in the sensor holders so that they fasten securely.
NOTE: The left-hand outer sensor must be positioned loosely and not hooked into
place.
Fig. 71: View Of Butyl Tape In The Marked Places

 Secure the butyl tape in the marked places.

Fig. 72: Affix First Cable Harness By The Two Centre Sensors Using Butyl Tape
 Affix the first cable harness by the two center sensors using butyl tape.
Fig. 73: Secure The Remainder Of The Cable Harness

 Secure the remainder of the cable harness using butyl tape starting on the left-hand side.
Fig. 74: Identifying Cable Routing In Engine Bay

NOTE: Ensure that the cable harness does not lie against any moving components or
too close to heat sources.
 Take the short cable harness from the kit.

 Remove the taped connector from the cable harness.
 Pull the end with the loose terminals in under the headlamp
 Continue to pull the cable harness (1) along the right-hand side of the car, under the expansion tank down
to the cowl panel.
 Route the cable so that it is concealed and cannot be damaged or worn. Secure the cable harness using tie
straps so that it does not move.


 Take care not to create folds in the carpet.
Fig. 76: Locating Hole Under Insulation Panel For Rubber Grommet
 Locate the hole for the rubber grommet under the insulation panel.
 Make a small cut in the insulation panel starting just above the hole, continue to the center of the hole and
then straight down.
Fig. 77: Push The Carpet Tabs To One Side

 Push the carpet tabs to one side to access the rubber grommet in the cowl panel.
 Remove the rubber grommet.
Fig. 78: Remove The Rubber Grommet

CAUTION: Applies to cars with fuel powered parking heaters. Protect the coolant
hose on the horizontal connection of the water pump when making the
markings for holes.
 Pierce holes through the insulation out into the engine compartment, for hole-marking.
Fig. 79: Cut Out A Hole In The Heat Insulation

 Raise the car.

 Cut out a hole in the heat insulation that is approx. 20 mm (25/32".) larger than the size of the rubber
grommet.
Fig. 80: Cutting Top Off Smaller Rubber Nipples

 Take the rubber grommet from the kit and cut the top off the smaller rubber nipples
 Lubricate the rubber grommet. Use low temperature grease (P/N 1161417) .
 Thread the rubber grommet on the cable harness.
 Route the cable harness in through the hole and press the rubber grommet into the hole so that it seals
properly.
 Pull the cable harness so that the correct length remains in the engine compartment.
 Make sure that the heating hose for the cable harness is in contact against the rubber grommet and secure
it with a tie strap.
FINISHING
Fig. 81: View Of Pre-Routed Cable Harness Terminals

 Lower the car.

 Release the catch on the connector that was taped.
 Connect the pre-routed cable harness terminals in the connector as follows:
1. Blue (BL)
2. Green (GN)
3. Violet (VO)
4. Yellow (Y)
5. White (W)
6. Black (SB)
 Press back the connector's catch.

Fig. 82: Identifying Connection Of Long Cable

 Take the long cable harness from the kit. Connect it to the connector.
 Route the cable harness from the lower edge of the A pillar and further back at the sill and under the
carpet.
 Fold back the carpet and screw the clip into place.
Fig. 83: View Of Cable Route Between The Floor Carpet And Sill
damaged.
Fig. 84: Identifying Cable Route Into Cargo Compartment

 Position the cable so that is does not get trapped or damaged.
Fig. 85: Route The Cable Alongside The Car's Cable Harness
 Route the cable alongside the car's cable harness.

Fig. 86: Locating Parking Assistance Module (PAM) Routed Cable

 Connect the routed cable to the center connection on the parking assistance module (PAM).
NOTE: Make sure that the connector clicks into place and is properly secured.
Fig. 87: Secure The Assembled Connector On The Member

NOTE: Do not handle the surfaces of the sensors to be painted.
 Let the left-hand outer sensor with cable hang loose alongside, do not secure it yet.
 Hold the bumper up against the car and plug the sensor cable connector into the connector on the car.
 Secure the assembled connector on the member (1). Use a tie strap on each side of the connector
 Slide the bumper cover into the correct position
 Press the loose sensor into the sensor holder from underneath the car.
 Reinstall the connector for the fog lamps.
 Reinstall the bumper and engine splash guard by repeating steps for removal in reverse.
Fig. 88: View Of Painting Sensors And Holders

 Paint the sensors and holders with paint of the same paint code as the car.
 Use Volvo Touch-up paint. (Only use base coat.)
 Use: Volvo 2-K Varnish. P/N: 31335447
NOTE: Refer to the instructions on the spray can. Protect parts in the surrounding
areas using a sheet of cardboard or similar.
 When the paint has dried, remove the protective backing paper.

 Cargo lashing eyes. Tightening torque: 24 Nm (17 lbf. ft.) .

(Volvo scan tool).
PARKING ASSISTANCE, FRONT, CHASSIS NUMBER 97000- (2011 LATE -

2012)
PARKING ASSISTANCE, FRONT, CHASSIS NUMBER 97000-
Fig. 90: Identifying Rear Parking Assistance Sensor Bezel

PREPARATION
Fig. 91: Clean The Sensors

 Clean the sensors. Use: Isopropanol.

 Allow to dry.
Fig. 92: Matte The Surface Down

 Carefully mat down the surface. Use Glasspaper, grade P1000.

 Clean the sensors again. Use: Isopropanol.

 Allow to dry.
Fig. 94: View Of Painting Sensors

CAUTION: Protect the connections' contact surfaces against paint.
 Paint the sensors in the same color code as the vehicle.

 Use Volvo Touch-up paint (Only use base coat.)
 Use Volvo 2-K Varnish. P/N: 31335447 .
Fig. 95: Installing Rear Parking Assistance Sensor Bezel

CAUTION: Ensure that the paint has dried after painting.
REMOVE / INSTALL
Fig. 96: Locating Engine Splash Guard Screws

 Raise the car.

APPLIES TO CARS WITH HEADLAMP WASHING
Fig. 97: Locating Headlamp Washer Nozzle Cover

 Pull out the cover so that the nozzle is visible.
APPLIES TO CARS WITH HEADLAMP WASHING
Fig. 98: Removing Headlamp Washer Nozzle Cover

CAUTION: do not damage painted surfaces and high pressure washer nozzles.
 repeat the method steps on the other side.
Fig. 99: View Of Front Bumper Cover Upper Mounting Screws

Fig. 100: View Of Front Bumper Cover Inner Wheel Well Screws
 Carry out on both sides.
Fig. 101: Removing Front Bumper Cover Corner


Fig. 102: Pulling Bumper Cover Off

APPLIES TO CARS WITH FOG LAMPS
Fig. 103: Removing Fog Lamp Connector

Fig. 104: Identifying Bumper Cover Inner Markings

 Locate the 4 markings on the inside of the bumper cover.
Fig. 105: Mark Center With Scribe

 Mark the center with a scribe.

Fig. 106: Identifying Drill Locations

1. Ø 3 mm /7/64 ")
2. Ø 10 mm (25/64 ")
Fig. 107: View Of Special Tool: 9997234

 Use special tool: 9997234
NOTE: The hole tool's support sleeve must be on the inside, and the cutting part on the
outside of the bumper casing.
Fig. 108: Clean Inner Bumper Cradle Area

 Allow to dry.
Fig. 109: Applying Activator To Cradle


 Apply a thin and even layer.
CAUTION: Allow to dry for at least 10 minutes.

Fig. 110: Identifying Cleaned Cradle Area

 Allow to dry.
Fig. 111: Applying Activator To Cradle

 Use: 8637076 Activator.

 Apply a thin layer.
CAUTION: Allow to dry for at least 10 minutes.
Fig. 112: View Of Existing Markings Extended By 15 mm

 Extend the existing markings by 15 mm at the top of the sides.
Fig. 113: View Of Saw Along The 2 Markings

NOTE: There are two types of member (energy absorbing).

Plastic member:
 Saw along the 2 markings, only through the outer part.
Foam member (EPS):
 Remove the foam member from the collision member.

 Saw along the 2 markings.
 Reinstall the foam member.



 Remove the 2 clips and the soundproofing panel.


Fig. 117: Pull The Backrest Straight Out At The Top Edge
 Pull the backrest straight out at the top edge so that the catches release, and then straight up.


Fig. 120: Identifying Panel Screw

 Remove the screw.

 Pull the panel straight out to the side.
Fig. 121: Lift Up Cargo Compartment Divider

 Open the boot lid.

 Lift up the cargo compartment's divider.

 Remove the cover on each side of the divider.









Remove:
 the cover

Applies To Cars With A Tool Box
Remove:
 the screw clip

 the screw
 the toolbox.



APPLIES TO CARS WITH EMERGENCY OPENING HANDLE IN THE CARGO COMPARTMENT



 Remove the two screws from the sill molding.


 Pull the sill molding upwards until the clips release.

 Disconnect the large connector and remove the sill molding.









Fig. 146: Identifying Cable Routing In Engine Bay

NOTE: Ensure that the cable harness does not lie against any moving components or
too close to heat sources.
 Take the short cable harness from the kit.

 Remove the taped connector from the cable harness.
 Pull the end with the loose terminals in under the headlamp
 Continue to pull the cable harness (1) along the right-hand side of the car, under the expansion tank down
to the cowl panel.
 Route the cable so that it is concealed and cannot be damaged or worn. Secure the cable harness using tie
straps so that it does not move.


 Take care not to create folds in the carpet.
Fig. 148: Locating Hole Under Insulation Panel For Rubber Grommet
 Locate the hole for the rubber grommet under the insulation panel.
 Make a small cut in the insulation panel starting just above the hole, continue to the center of the hole and
then straight down.
Fig. 149: Push The Carpet Tabs To One Side

 Push the carpet tabs to one side to access the rubber grommet in the cowl panel.
 Remove the rubber grommet.
Fig. 150: Remove The Rubber Grommet

NOTE: Applies to cars with fuel powered parking heaters. Protect the coolant hose on
the horizontal connection of the water pump when making the markings for
holes.
 Pierce holes through the insulation and out into the engine compartment, for hole-marking.
Fig. 151: Cut Out A Hole In The Heat Insulation

 Raise the car.

 Cut out a hole in the heat insulation that is approx. 20 mm (25/32 ") larger than the size of the rubber
grommet.
Fig. 152: Cutting Top Off Smaller Rubber Nipples

 Take the rubber grommet from the kit and cut the top off the smaller rubber nipples
 Lubricate the rubber grommet. Use low temperature grease (P/N 1161417) .
 Thread the rubber grommet onto the cable harness.
 Route the cable harness through the hole and press in the rubber grommet in the hole so that it seals
properly.
 Pull the cable harness so that the correct length remains in the engine compartment.
 Make sure that the cable harness heating hose is in contact against the rubber grommet and secure it with
a cable tie.

 Lower the car.

 Release the catch on the connector that was taped.
 Connect the pre-routed cable harness terminals in the connector as follows:
1. Blue (BL)
2. Green (GN)
3. Violet (VO)
4. Yellow (Y)
5. White (W)
6. Black (SB)
 Press back the connector's catch.

Fig. 154: Identifying Connection Of Long Cable

 Take the long cable harness from the kit. Connect it to the connector.
 Route the cable harness from the lower edge of the A pillar and further back at the sill and under the
carpet.
 Fold back the carpet and screw the clip into place.
Fig. 155: View Of Cable Route Between The Floor Carpet And Sill
damaged.
Fig. 156: Identifying Cable Route Into Cargo Compartment

 Position the cable so that is does not get trapped or damaged.
INSTALL
Fig. 157: View Of Cradle On The Bumper Cover

NOTE: The cradles must be installed facing in the direction as shown in the illustration.
 Press in the cradle on the bumper cover.

 Repeat the steps for the other cradles.
Fig. 158: Identifying Large Grey Connector Position

NOTE: The large grey connector must be on the right side of the bumper cover.
Fig. 159: View Of Large Grey Connector

Fig. 160: Installing Large Grey Connector To Cradle

Fig. 161: Secure The End Of The Cable Harness At The Sensors
 Secure the end of the cable harness at the sensors to the bumper cover using butyl tape.
Fig. 162: Secure The Cable Harness To The Bumper Cover

 Secure the cable harness to the bumper cover using butyl tape.
Fig. 163: Secure The Assembled Connector On The Member

 Hold the bumper up against the car and connect the connector for the sensor cable to the connector at the
car.
 Secure the assembled connector on the member (1). Use a tie strap on each side of the connector
 Connect the connectors to the fog lamps, if installed.
 Slide the bumper cover into the correct position
REINSTALL
Fig. 164: Reinstall The Bumper Cover

 Guide the lower edge of the bumper cover into the guides
 Reinstall the bumper cover.
 Load securing eyelets, tightening torque: 24 Nm (17 lbf. ft.) .

(Volvo scan tool).
PARKING ASSISTANCE, FRONT, SWITCH

PARKING ASSISTANCE, FRONT, SWITCH
PREPARATIONS

electrical equipment

 Remove the panel inside the center console. It is secured by four hidden clips.

 Remove the surround from around the display and media player. Use a small screwdriver and press in the
catch in one of the surround's upper corners. Carefully bend loose the surround on the same side with a


 Remove the infotainment control module (ICM). It is secured by two hidden clips. Disconnect the
connectors.
HINT: Grip the control module with both hands. Pull the control module straight out of the center
console.



 Fold up the tunnel console's armrest and remove the cover.


INSTALL







 Unplug the connector at the trailing edge of the tunnel console
REMOVE

lifting it out.


HINT: Use special tool: P/N 9995919.


 At the same time pull the console backwards approximately 20 mm.





Remove:
 the two screws.

 the connector to the center console at the rear.
 the center console.



 Lift out the tunnel console and turn it upside down.
console.
APPLIES TO VEHICLES WITH BLIS

Fig. 188: Remove The Switch Housing

 Disconnect the green connector from the switch housing.

 Remove the switch housing by releasing the catches and angling it up at the front edge.
Fig. 189: Remove The Blind Cover Plug

 Remove the blind cover plug from the switch housing by pulling it straight out.
Fig. 190: Install The Switch (1) And Cover Plug (2)
 Take the switch and blind cover plug from the kit. Install the switch (1) and cover plug (2).
Fig. 191: Reinstall the switch housing

 Reinstall the switch housing.

 Plug in the connector.
APPLIES TO VEHICLES WITHOUT BLIS

Fig. 192: Identifying Removal Of Storage Compartment

 Remove the storage compartment from the tunnel console by releasing the catches.
Fig. 193: Identifying Installing Switch

 Take the switch housing, switch and blind cover plug from the kit. Install the switch (1) and the blind
cover plug (2) in the switch housing.
Fig. 194: Identifying Installing Switch Housing

 Install the switch housing on the tunnel console by first hooking it at the rear edge.
Fig. 195: Identifying Green Connector Attached To Switch Housing

 Take the cable harness from the kit and connect the green connector to the switch housing.
Fig. 196: Identifying Secured Cable Harness

 Secure the cable harness using four cable ties at the existing cable harness.
Fig. 197: Identifying Attachment Of Connectors

 Connect the connector (1) from the tunnel console's cable harness to the connector (2) on the pre-routed
cable harness.
 Take a piece of foam tape from the kit and wrap it around the connected connectors.
FINISHING WORK
Fig. 198: Identifying VIDA (Service Information) To Program Software

Reinstall:
 the tunnel console and the large connector.

 the center console with its screws, two up and two down.
 gear lever gaiter, starting at the trailing edge.
 Slide the tunnel console forward so that the locking lug secures it. At the same time, guide in the floor
carpet on the right and left-hand side.
 the cover at the parking brake.
 the two screws and the cover under the armrest.
 the ignition control module (ICM) with the connectors, screws and panel.
Reinstall:
 the rear tunnel console with its screws.

 the cup holder
 the rear seat cushion.
Applies to cars without BLIS
 Run the identification and configuration procedure for the accessory's function according to the service
information in VIDA (Volvo scan tool).
Applies to cars with BLIS
 Run the configuration procedure for the accessory's function according to the service information in
PARKING ASSISTANCE, REAR (2006 - 2011 EARLY)

PARKING ASSISTANCE, REAR
REMOVE / INSTALL

 Turn the ignition key to position 0 and remove it from the ignition switch.
NOTE: Wait at least one minute before unplugging the connectors or removing
Fig. 200: View Of Protective Film Along Outside Of Bumper

 Install the protective film along the whole length of the outside of the bumper.
Fig. 201: Open Boot Lid/Tailgate


Fig. 202: Identifying Four Screws On The Bumper

 Remove the four screws on the bumper.

Fig. 203: Locating Five Screws On The Bumper Casing's End

 Remove the five screws on the bumper casings end. Repeat on the other side.
Fig. 204: View Of Bumper Shell Six Catches Releases

 Grab the bumper shell's end and carefully pull it outward until the six catches release. Repeat on the other
side.
Fig. 205: Remove The Bumper By Pulling It Straight Out Backwards

 Remove the bumper by pulling it straight out backwards.
NOTE: It is easier to remove the bumper if two persons help each other.
 Place the bumper on a surface that does not damage the paintwork.
Fig. 206: Locating Markings On The Inside Of The Bumper Cover

 Locate the 4 markings on the inside of the bumper cover and mark out the center on the markings.
Fig. 207: Drill In The Markings

 Drill in the markings.
Fig. 208: View Of Holes In The Bumper Cover Using The Hole Punching Tool
 Make holes in the bumper cover using the hole punching tool P/N 9997240 . The hole punching tool
sleeve and screw must be inside the cover.
 Carefully deburr the inside as necessary.
Fig. 209: Filing Out Small Cut-Outs

 File out the small recesses using a small round file.
NOTE: Do not file more than necessary, as there is otherwise a risk that the
sensor holders will not cover the hole.
 File smooth the edges as required after making the recesses.

 Align the sensor holders in the filed out recesses on the outside of the bumper. The left-hand support is
marked with the letter L, the two middle supports with the letter M, and the right-hand with the letter R.
The hole may need adjusting with a file in order that the sensor holder connects firmly into the bumper
cover.
 Remove the sensors from the bumper cover by clamping in the 3 catches and pressing out the sensor.
Fig. 210: Clean The Sensors And Holders

 Clean the sensors and holders with a wet cloth, P/N 9192678 , and leave to dry.
 Apply a thin layer of activator, P/N 8637076 , over the sensors and the holders.
NOTE: Only paint the parts that are visible after installation.
Fig. 211: Paint The Holders And Sensors

NOTE: Take care that the activator has dried (at least 10 minutes) before painting
CAUTION: Too many layers of paint may result in partial or complete

malfunction of the accessory.
 Position the holders and sensors so that you can paint without them tipping over. Paint the holders and
sensors in the same color as the car. Use paint recommended by Volvo. Apply a maximum of two layers
of paint. Only paint the surfaces that are visible after installation.












 Remove the divider by taking hold of the arms and lifting upward.
Fig. 220: Remove Toolbox Cover

Remove:
 the cover of the toolbox.


Remove:
 the clip.
 the screw.
 the toolbox.

 Remove the three screws and the lashing eyes from the floor.


FOR CARS WITH EMERGENCY RELEASE HANDLE IN CARGO COMPARTMENT





 Remove the sill molding by pulling it up until the clips release.

 Fold the sill molding aside.

 Remove the cargo compartment carpet





 If performing the operation on the left side, unplug the connector.



Fig. 234: Remove the screw, nut and the roof's stop braces
Fig. 235: Release the four clips on the right side panel
 Release the four clips on the right side panel.

Fig. 236: Remove the side panel

APPLIES TO CARS WITH THE KEYLESS SYSTEM

Fig. 237: Identifying 2-pin grey connector for the Keyless system
Applies to cars with the Keyless system
 Remove the 2-pin grey connector for the Keyless system

Fig. 238: Remove the Keyless system antenna

 Remove the Keyless system antenna by pushing it up.

 Remove the connector on the antenna by pulling out the red catch and pressing in the other catch.
Fig. 239: Remove The Cable Harness Retaining Clip

 Remove the cable harness retaining clip.

 Remove the cable harness with rubber grommet.
Fig. 240: Locating Rubber Plug

 Remove the rubber plug.

Fig. 241: Secure Wiring At Bumper Member Reinforcement Using Retaining Clips
 Take the wiring that is included in the kit and which is used for the connection between the sensors and
the Parking Assistance Module (PAS).
 Secure the wiring at the bumper member reinforcement using retaining clips, pull the connectors into the
cargo compartment and install the rubber grommet.
Fig. 242: Reinstall the antenna

 Plug the connector into the antenna.

 Press the catch back.
 Reinstall the antenna.
Applies to cars without the Keyless system
 Secure the detached connector with a tie strap so that it is not damaged or does not rattle.
Fig. 243: Locate the two studs on the right-hand side

 Locate the two studs on the right-hand side.

Fig. 244: Position the control module on the studs

 Position the control module on the studs and tighten it in using the plastic nuts.
Fig. 245: Identifying pin connectors

Connect:
 the yellow 12-pin connector (1) to the control module's top connection.
 the black 16-pin connector (2) to the control module's bottom connection.
 the green 5-pin connector (3) to the green connector on the car's normal cable harness.
 the grey 2-pin connector (4) to the corresponding grey connector.
APPLIES TO CARS WITH A TOW HITCH

Fig. 246: Identifying Trailer Module (TRM) Connector

Applies to cars with a tow hitch
 The existing green connector is plugged into the Trailer Module (TRM) towbar wiring (1). Unplug the
connector from the control module and plug it into the cable harness female connector.
 Plug the green connector from the cable harness into the Trailer Module (TRM) towbar wiring.
NOTE: It is important that the Parking Assistance Module (PAM) is connected as

the first unit and that the cable harnesses are connected correctly, and not
in a loop.
Fig. 247: Fit the sensor holders in the filed out recesses
 Fit the sensor holders in the filed out recesses on the outside of the bumper cover. Press them in so that
the holders' hooks engage in the bumper cover.
Fig. 248: Connect The Sensor Cable Connectors To The Sensors

 Connect the sensor cable connectors to the sensors.
NOTE: A click should be audible when the connector is plugged into the sensor.
This click confirms that the catch is locked.
 Fit the sensors in the sensor holders so that they fasten securely.
Fig. 249: Secure The Sensor Cable Into The Retaining Clips
 Secure the sensor cable into the retaining clips. The sensor cable's detached connector must now come out
on the right-hand side of the bumper cover.
Fig. 250: Reinstall The Bumper

HINT: It is easier to install the bumper if two persons help each other.
 Position the bumper so that its wiring can be connected to the car's wiring.
 Reinstall the bumper.
REINSTALL
Reinstall:
 the side panel.

 emergency opener (if specified) - the stop for the boot lid.
 the cargo lashing eyes, tightening torque: 24 Nm (17 lbf. ft.) .
 the toolbox.
 the battery negative lead.
scan tool).
PARKING ASSISTANCE, REAR, CHASSIS NUMBER 97000- (2011 LATE -

2012)
PARKING ASSISTANCE, REAR, CHASSIS NUMBER 97000-
Fig. 251: Identifying Rear Parking Assistance Sensor Bezel

PREPARATION

 Clean the sensors. Use: Isopropanol.

 Allow to dry.
Fig. 253: Matte The Surface Down

 Carefully mat down the surface. Use Glasspaper, grade P1000.

 Clean the sensors again. Use: Isopropanol.

 Allow to dry.
Fig. 255: View Of Painting Sensors

CAUTION: Protect the connections' contact surfaces against paint.
 Paint the sensors in the same color code as the vehicle.

 Use Volvo Touch-up paint (Only use base coat.)
 Use: Volvo 2-K Varnish. P/N: 31335447 .
REMOVE / INSTALL
Fig. 256: Installing Rear Parking Assistance Sensor Bezel

CAUTION: The paint must have dried after the first application.
Fig. 257: Locating Rear Bumper Cover Screws

Fig. 258: Locating Rear Inner Wheel Well Screws



Fig. 260: Removing Rear Bumper Cover Outer Edge


Fig. 261: Pulling Off Rear Bumper Cover

Fig. 262: View Of Markings On Inside Of Bumper Cover

 Locate the 4 markings on the inside of the bumper cover.

Fig. 263: Mark The Center With A Scribe

 Mark the center with a scribe.
Fig. 264: Identifying Drill Locations

1. Ø 3 mm (7/64 ")
2. Ø 10 mm (25/64 ")
Fig. 265: Identifying Special Tool: 9997234 - Hole Tool

 Use special tool: 9997234 - Hole tool.
NOTE: The hole tool's support sleeve must be on the inside, and the cutting part on the
outside of the bumper casing.
Fig. 266: Cleaning Sensor Holder Locations

 Clean the surfaces. Allow to dry.

 Use: Isopropanol.
Fig. 267: Cleaning Sensor Holder


Fig. 268: Clean Surfaces


Fig. 269: Apply A Thin Layer And Even Layer Of Activator

 Apply a thin layer and even layer of activator.

 Use: 8637076 - Activator.
Fig. 270: Apply A Thin Layer And Even Layer Of Activator


Fig. 271: Applying Activator To Inner Bumper


Fig. 272: Lift Up The Cargo Compartment's Divider






Fig. 276: Lower The Divider Completely




Fig. 279: Remove The Divider


Fig. 280: Remove Toolbox Cover

Remove:
 the toolbox cover.

Fig. 281: View Of Tool Box Screws

Remove:
 the tools from the tool box

 the clip
 the screw
 the toolbox.
Fig. 282: Identifying Three Screws And The Load Retaining Eyelets
 Remove the three screws and the load retaining eyelets from the floor.
Fig. 283: Remove The Cover From The Boot Lid Stop
 Remove the cover from the boot lid stop. Use a weatherstrip tool to pry between the cover and the stop to
release the catches.

APPLIES TO CARS WITH EMERGENCY OPENING HANDLE IN THE CARGO COMPARTMENT

Fig. 285: View Of Emergency Opening Handle

Fig. 286: Identifying Sill Molding Screws


Fig. 287: Removing Sill Molding Clips

 Remove the sill molding by pulling it up until the clips release.

 Fold the sill molding aside.
Fig. 288: Removing Cargo Compartment Carpet


Fig. 289: Identifying Rubber Stop On Roof Stop Brace


Fig. 290: View Of Roof Stop Bracket Screw


 If performing the operation on the left side, unplug the connector.

 Remove the screw and the load retaining eyelet on the right-hand side.


 Loosen the four clips on the right side panel.


APPLIES TO CARS WITH KEYLESS LOCKING SYSTEMS

Fig. 297: Identifying 2-Pin Grey Connector For The Keyless System
 Disconnect the 2-pin grey connector.
Fig. 298: View Of Cable Harness Retaining Clips

Fig. 299: Disconnect The Cable Harness With Rubber Grommet

 Disconnect the cable harness retaining clips.

 Disconnect the cable harness with rubber grommet.
Fig. 300: Remove The Cable Harness

 Remove the Keyless system aerial by pushing it up.

 Remove the connector on the antenna by pulling out the red catch and pressing in the other catch.
 Remove the cable harness. It shall not be re-used.
Fig. 301: Remove The Rubber Plug

 Remove the rubber plug.
Fig. 302: Identifying Rubber Grommet

 Fasten the cable harness.

 Route the connectors into the cargo compartment and install the rubber grommet.
Fig. 303: Fasten The Cable Harnesses

 Fasten the cable harness.
Applies to cars with keyless systems
 Connect and reinstall the aerial.
Applies to cars without keyless systems
 Secure the loose connector using butyl tape to prevent rattling.
Fig. 304: Identifying Spacers On The Two Studs

 Install the spacers on the two studs.
Fig. 305: Place The Control Module On The Spacers

 Place the control module on the spacers and the studs.
Fig. 306: Identifying Control Module Connectors

Connect:
 the brown 12-pin connector to the control module's top connection.

 the black 16-pin connector to the control module's lower connection.
Fig. 307: Identifying Corresponding Connectors

 Connect the green 5-pin connector to the green connector that is taped to the car's usual cable harness.
 Connect the grey 2-pin connector to the corresponding grey connector.
 Secure the clip of the cable harness to the panel edge.
APPLIES TO CARS WITH A TRAILER MODULE (TRM)
Fig. 308: View Of Trailer Module (TRM) Connectors

 The car's usual green connector is connected to the TRM. Disconnect this connector.
 Connect the removed connector to the taped connector on the cable harness for PAM.
 Connect the other connector from the cable harness for PAM to the TRM.
NOTE: It is important that the Parking Assistance Module (PAM) is connected as the
first module and that the cable harnesses are connected correctly, and not in a
loop.
APPLIES TO CARS WITH AN ACCESSORY ELECTRONIC MODULE (AEM)
Fig. 309: Identifying Accessory Electronic Module (AEM) Connector

 The car's usual green connector is connected to the cable harness for the AEM. Disconnect this connector.
 Connect the removed connector to the taped connector on the cable harness for PAM.
 Connect the other connector from the cable harness for PAM to the cable harness for AEM.
NOTE: It is important that the Parking Assistance Module (PAM) is connected as the
first module and that the cable harnesses are connected correctly, and not in a
loop.
Fig. 310: Preparing Cradle Installation

NOTE: Prepare and install one cradle at a time.
Fig. 311: View Of Tape

 Use: 1161347 Tape.

Fig. 312: View Of Tape

 Use: 1161347 Tape.
Fig. 313: View Of Tape Backing

Fig. 314: Identifying Special Tool: 9512767 - Adhesive Gun

 Apply a thin layer and even layer of adhesive.

 Use special tool: 9512767 - Adhesive gun
 Use: 116173 - Mixing pipe and 9511027 - Adhesive.
CAUTION: The adhesive must not come into contact with the tape.
Fig. 315: Identifying Special Tool: 9512767 - Adhesive Gun

 Apply a thin layer and even layer of adhesive.

 Use special tool: 9512767 - Adhesive gun.
 Use: 116173 - mixing pipe and 9511027 - Adhesive.
CAUTION: The adhesive must not come into contact with the tape.
Fig. 316: Identifying Position Of The Cradles

NOTE: Note the position of the cradles.
Fig. 317: Inserting Sensor Cradle

Fig. 318: View Of Sensor Casing Holder

 Press the holder towards the casing, but only at the places where there is tape.
Fig. 319: Hold The Cradle Securely When Removing The Centering Tool
 Hold the cradle securely when removing the centering tool.

 Repeat the method steps on the other cradles.
Fig. 320: View Of Cable Harness

 Secure the cable harness.
Fig. 321: Identifying Sensor Connector

Fig. 322: Installing Sensor To Cradle

Fig. 323: Reinstall The Bumper

 Position the bumper so that the bumper wiring can be connected.

 Reinstall the bumper
 Load securing eyelets tightening torque: 24 Nm (17 lbf. ft) .
HINT: It is easier to install the bumper if two persons help each other.

(Volvo scan tool).
BRAKES Parking Brake - Removal, Replacement And Installation
BRAKES
Parking Brake - Removal, Replacement And Installation
BRAKE CONTROL (2006-07)

ACTUATOR, PARKING BRAKE
PREPARATORY WORK
Remove center console. See FLOOR CONSOLE .
REMOVAL
REMOVING THE PARKING BRAKE LEVER
Fig. 1: Removing Parking Brake Lever

Remove:
 the nut for the cable

 the 3 x screws
 the lever.
INSTALLATION
INSTALLING THE PARKING BRAKE LEVER
Install:
 the lever
 the 3x M8 screws
 the nut for the cable.
FINISHING
Adjust the parking brake. See PARKING BRAKE, ADJUSTING .
Install the center console. See FLOOR CONSOLE .
CABLE, PARKING BRAKE, FRONT
REMOVAL

Fig. 3: Removing Nut

Fig. 4: Removing/Installing Heat Shield Fasteners

Torque: M8
24 Nm
Fig. 5: Removing/Installing Heat Shield

Fig. 6: Removing Cable End

INSTALLATION
Perform parking brake, adjusting. Refer to PARKING BRAKE, ADJUSTING (2010-11), PARKING
BRAKE, ADJUSTING (2008-09) or PARKING BRAKE, ADJUSTING (2006-12)
MECHANICAL CABLE PARKING BRAKE RIGHT-HAND
REMOVAL


Fig. 8: Removing Nut

Fig. 9: Removing/Installing Heat Shield Fasteners

Torque: M8
24 Nm

Fig. 11: Removing/Installing Cable End

Fig. 12: Removing/Installing Protective Cover


Fig. 14: Installing Cable End

INSTALLATION
Perform parking brake, adjusting. Refer to PARKING BRAKE, ADJUSTING (2010-11), PARKING
BRAKE, ADJUSTING (2006-12) or PARKING BRAKE, ADJUSTING (2008-09)
BRAKE CONTROL (2008-12)

ACTUATOR, PARKING BRAKE
REMOVAL
Remove the parking brake switch. Refer to HANDBRAKE SWITCH (2008-09) or HANDBRAKE SWITCH
(2010-12)
Fig. 15: Removing Adjuster Nut

Fig. 16: Removing 3 Bolts

1. Torque: M8
24 Nm
2. Torque: M8
24 Nm
Follow instructions for lifting points body frame. See JACKING POINTS BODY


INSTALLATION
HANDBRAKE SWITCH
PREPARATORY WORK
Remove center console. See FLOOR CONSOLE .
REMOVAL
Remove ventilation nozzle driver's side. See DRIVER SIDE REGISTER

Fig. 19: Removing Parking Brake Switch Connector




Remove:
 1 screw
 the connector
INSTALLATION
Install:

 the 1 M6 screw
 the connector.
FINISHING
Install the center console. See FLOOR CONSOLE .
CABLE, PARKING BRAKE, FRONT
See CABLE, PARKING BRAKE, FRONT
MECHANICAL CABLE PARKING BRAKE RIGHT-HAND
See MECHANICAL CABLE PARKING BRAKE RIGHT-HAND
PARKING BRAKE CONTROL SHROUD
Materials
Rapid bonding adhesive-plastic/rubber 1161519-2
REMOVAL

Fig. 23: Identifying Cover Clips

INSTALLATION
Fig. 24: Placing Protective Material

WARNING: Make sure that the component is protected.

Fig. 25: Rapid Bonding Adhesive-Plastic/Rubber, 1161519-2

Use: Rapid bonding adhesive-plastic/rubber, 1161519-2

RESTRAINTS
Body and interior
RESTRAINTS
PASSENGER SIDE AIR BAG (SRS) SWITCH
REMOVAL
REMOVING THE SWITCH PASSENGER SIDE AIRBAG (SRS)
Fig. 1: Identifying Connector For Passenger Side Airbag Switch

Remove:
 the end cover on the passenger side

 the switch by pressing in the 2 x catches.
INSTALLATION
INSTALLING THE SWITCH PASSENGER SIDE AIRBAG (SRS)
Install:
 the switch
 the connector
 the end cover.
DRIVELINE/AXLES Power transmission
DRIVELINE/AXLES
Power transmission
DRIVELINE/AXLES
PROPELLER SHAFT
Special tools:
see 9512940
see 9997057
is always correct.
REMOVAL
DISCONNECTING THE PROPELLER SHAFT CV JOINT FRONT

Fig. 1: Disconnecting Propeller Shaft CV Joint Front

NOTE: If the same propeller shaft is to be reused when installing, mark the propeller
shaft's CV joint in relation to the drive flange.
Remove the screws for the propeller shaft's CV joint. Use: see 9512940 .
DISCONNECTING THE PROPELLER SHAFT CV JOINT REAR

Fig. 2: Disconnecting The Propeller Shaft CV Joint Rear With Counterhold 999 7057
NOTE: If the same propeller shaft is to be reused when installing, mark the propeller
shaft's CV joint in relation to the drive flange.
Remove the screws for the propeller shaft's CV joint. Use: see 9997057 .
NOTE: Only applies to cars without a vibration damper on the AOC-coupling's drive
flange.
Fig. 3: Identifying Screw In Place For Safety

For cars with a vibration damper on the Active on Demand Coupling flange
Use: see 9512940 .
REMOVING SCREWS

Remove:
 the 2 screws for the propeller shaft center bearing front and rear
 the 2 rear screws for the front member for the center bearing
 3 of the 4 screws for the rear member for the center bearing.
NOTE: Leave one screw in place for safety, so that the member does not fall.
Press the propeller shaft CV joints together. Remove the propeller shaft from the flanges.

Remove the remaining screw in the rear member for the center bearing. Allow the member to rest on the
exhaust system.
REMOVING THE PROPELLER SHAFT

Fig. 6: Identifying Propeller Shaft

Remove the propeller shaft. Pull the propeller shaft backwards.
NOTE: Be careful to avoid damaging the heated oxygen sensor or the heat shields.
HINT: Carefully pull the exhaust system down to free the center bearing.
INSTALLATION
INSTALLING THE PROPELLER SHAFT


Install the propeller shaft from behind.
NOTE: Be careful to avoid damaging the heated oxygen sensor or the heat shields.
HINT: Carefully pull the exhaust system down to free the center bearing.
Secure the propeller shaft immediately by inserting at least one screw in the rear member for the center bearing.
INSTALLING THE PROPELLER SHAFT CV JOINT
Check carefully that the mating surfaces on the propeller shaft CV joint and flange are clean.
NOTE: If the same propeller shaft is to be reinstalled, install the propeller shaft using
the marking made earlier.
INSTALLING MEMBERS
Install:
 the 2 M8 screws for the front member

 the 4 M8 screws for the rear member

 the 2 M8 screws for the propeller shaft center bearing front and rear.
Tighten.
TIGHTENING THE PROPELLER SHAFT CV JOINT FRONT
Fig. 8: Disconnecting Propeller Shaft CV Joint Front

Use new screws. Use: see 9512940 as counterhold. Tighten according to: TIGHTENING TORQUE .
TIGHTENING THE PROPELLER SHAFT CV JOINT REAR

Fig. 9: Identifying Propeller Shaft

Use new screws. Use: see 9997057 as counterhold. Tighten according to: TIGHTENING TORQUE .
Fig. 10: Identifying Propeller Shaft Center Bearing

For cars with a vibration damper on the Active on Demand Coupling flange
Use: see 9512940 .

COLLISION AVOIDANCE
Body and interior
COLLISION AVOIDANCE
PROXIMITY WARNING RADAR UNIT
REMOVAL

Remove the radiator masking, see RADIATOR GRILLE (2006-2009), RADIATOR GRILLE (2010 - 2011
early), or RADIATOR GRILLE (2011 late - 2012).
Fig. 2: Removing Proximity Warning Radar Unit (1 Of 2)

CAUTION: If accidentally dropped install a new sensor.
Fig. 3: Removing Proximity Warning Radar Unit (2 Of 2)

INSTALLATION
Fig. 4: Installing Proximity Warning Radar Unit (1 Of 2)

NOTE: Use soap solution.
Fig. 5: Installing Proximity Warning Radar Unit (2 Of 2)


GENERAL INFORMATION Electrical system
GENERAL INFORMATION
Electrical system
ENTERTAINMENT SYSTEM
RADIO CONTROL MODULE
REMOVAL
VEHICLES MANUFACTURED BEFORE CHASSIS NUMBER: 2080923

Remove parcel shelf, see PARCEL SHELF

GENERAL INFORMATION Electrical system
Fig. 2: Identifying Radio Control Module Screws

Torque: M6
10 Nm
VEHICLES MANUFACTURED FROM CHASSIS NUMBER: 2080923
Perform general audio player module, see GENERAL AUDIO PLAYER MODULE
ALL VEHICLES
INSTALLATION

DRIVELINE/AXLES Rear Axle, Drive Shafts - Removal, Replacement And Installation
DRIVELINE/AXLES
Rear Axle, Drive Shafts - Removal, Replacement And Installation
DRIVE SHAFT, CONSTANT VELOCITY JOINT, DRIVE SHAFT GEAR (2006-

2011)
BOOT, DRIVESHAFT CONSTANT VELOCITY JOINT, OUTER
Special tools:
see 9995519
see 9512619
see 9997161
REMOVAL
CAUTION: The constant velocity joint housing must not be disassembled.
REMOVING DRIVE SHAFTS
Remove the drive shafts. See DRIVE SHAFT RIGHT and DRIVESHAFT LEFT.
REMOVING THE BOOT

Fig. 1: Identifying Clamps On Boot

Secure the drive shaft in a vise with soft jaws.
Remove:
 the clamps on the boot

 the boot.
Wipe off any grease.
MEASURING THE TRIPOD FOR THE CONSTANT VELOCITY JOINT HOUSING.
Fig. 2: Identifying Removal Of Constant Velocity Joint Housing

Mark up the position of the tripod in relation to the constant velocity joint housing.
Remove by twisting the constant velocity joint housing and tapping the edge by the rollers so that the rollers
detach, one at a time.
Use nylon or wooden shims.
NOTE: Take care when removing the tripod joint (needle bearing rollers).
REMOVING SNAP RING

Fig. 3: Identifying Snap Ring On Constant Velocity Joint Housing

Wipe away any grease from the constant velocity joint housing.
Remove the snap ring for the constant velocity joint housing.
NOTE: When replacing old components, mark the tripod position in relation to the
drive shaft.
REMOVING THE CONSTANT VELOCITY JOINT HOUSING
Remove the constant velocity joint housing. Use see 9997161 .
Do not hit the rollers.
REMOVING VIBRATION DAMPER
NOTE: Only applies to vehicles equipped with AW55-50/51SN.

Fig. 4: Identifying Position Mark On Drive Shaft Vibration Damper

Mark up the position of the vibration damper on the drive shaft. Carefully press out the vibration damper from
the drive shaft.
REMOVING THE BOOT ON THE OUTER CONSTANT VELOCITY JOINT HOUSING
Fig. 5: Identifying Drive Shaft Held In Soft Jawed Vice

Remove both the clamps.
Remove the boot.
Wipe off any grease.
CLEANING AND CHECKING THE OUTER JOINT
NOTE: Do not separate the outer joint.

Clean the assembled constant velocity joint and blow clean.
Check for visible damage.
Lubricate the constant velocity joint thoroughly. See LUBRICANT DRIVESHAFT for grease quantity.
Use half the grease packaging. The remainder will be used later in the boot.
INSTALLATION
INSTALLING THE OUTER BOOT
Fig. 6: Applying Grease In Boot

NOTE: Ensure that there is no grease on the mating surfaces between the boot and the
constant velocity joint housing and the drive shaft.
CAUTION: Ensure that there are no kinks in the boots when the clamps are tightened.
Apply the remaining grease to the inside of the boot.
Remove excess grease. Use isopropanol.
Ensure that the boot is in position on the constant velocity joint housing.
Install a new clamp. Use: 9512619 .

Fig. 7: Identifying Screwdriver Inserted Under Boot

Install the inner and outer clamp. Use 9512619 .
INSTALLING THE VIBRATION DAMPER
NOTE: Only applies to vehicles equipped with AW55-50/51SN.
Fig. 8: Identifying Installation Of Vibration Damper

Clean the drive shaft of grease and dirt.
Install the vibration damper as marked.
HINT: To allow the vibration damper to slide more easily, brush soapy water into the shaft and the hole
in the vibration damper.
INSTALLING THE BOOT AND TRIPOD

Fig. 9: Identifying Installation Of Boot And Tripod

Install:
 a new boot on the drive shaft with the smaller clamp

 the tripod according to the marking with the beveled splines on the tripod towards the drive shaft.
Tap in the tripod to its stop. Use: see 9995519 .
Install the snap ring, making sure it goes into its groove.
LUBRICATING WITH GREASE
Fig. 10: Identifying Application Of Grease Inside Housing And Tripod

Lubricate the rollers on the tripod with grease.
Apply some grease to the joint housing and the rest in the boot. See LUBRICANT DRIVESHAFT for grease
INSTALLING THE CONSTANT VELOCITY JOINT HOUSING
Fig. 11: Identifying Install Of Constant Velocity Joint Housing

Install the constant velocity joint housing. Use nylon or wooden shims.
INSTALLING AND VENTING THE BOOT
Fig. 12: Identifying Screwdriver Inserted Under Boot

CAUTION: Ensure that there is no grease on the mating surfaces between the boot
and the joint housing. Make sure that no creases form in the boot when
the clamps are tightened.
Clean away excess grease with isopropanol. Slide the boot on the constant velocity joint. Ensure that the boot is
in position on the constant velocity joint.
Vent the boot.

Install the cl amps.
Fig. 13: Identifying Clamps On Boot

Squeeze together the clamps. Use: 9512619.
Install a new expander ring differential.
Fig. 14: Spraying Wax On Outer Gaiter

Spray wax, part number 30787812, on the outer gaiter. After installing drive shaft in vehicle, turn the wheel and
check, and improve if needed, the wax protection on the gaiter.
FINISHING
INSTALLING DRIVE SHAFTS
Install, see DRIVE SHAFT RIGHT and DRIVESHAFT LEFT.

DRIVE SHAFT, CONSTANT VELOCITY JOINT, DRIVE SHAFT GEAR

(B5244S4, AW55-50/51SN; 2006-2007)
DRIVE SHAFT RIGHT
Special tools
951 2923 Hydraulic hole cylinder
Tool description: Hydraulic hole cylinder
Tool boards: 65
999 7251 Press tool
Tool description: Press tool
Tool boards: 40
REMOVAL
WARNING: Do not use magnets or magnetic tools close to tooth wheels, drive shafts
or wheel hubs. A magnetized tooth wheel will lose its function and
generate incorrect signals resulting in fault codes.
NOTE: Any magnetized tooth wheel, drive shaft or wheel hub must be replaced with a
new component.
Remove right front wheel, see WHEELS

Fig. 15: Identifying Wheel Spindle Nut

Torque: Driveshaft to wheel hub (front)
• Stage 1: 35 Nm
Fig. 16: Driveshaft In Hub

see 9512923 see 9997251
Loosen wheel spindle, see FRONT CONTROL ARM

Fig. 17: Identifying Skid Plate Nuts

Fig. 18: Locating Bearing Cap Bolts To Drive Shaft Support Bearing
Torque: M8
24 Nm
Fig. 19: Identifying Removal Of Axle With Pry Bar

Fig. 20: Identifying Axle & CV Joint Removal

CAUTION: Make sure that the inner constant velocity (CV) joint does not separate.
INSTALLATION
Fig. 21: Identifying Surface Inspection Area

CAUTION: Make sure that the surface is clean and free of foreign material.
Fig. 22: Identifying Surface Inspection Area Cap

CAUTION: Make sure that the surface is clean and free of foreign material.
DRIVESHAFT LEFT
Special tools
951 2923 Hydraulic hole cylinder

Tool description: Hydraulic hole cylinder
Tool boards: 65
999 7251 Press tool
Tool description: Press tool
Tool boards: 40
999 7162 Claw
Tool description: Claw
Tool boards: 46
REMOVAL
new component.
Loosen wheel spindle, see FRONT CONTROL ARM

Fig. 23: Identifying Wheel Spindle Nut

Torque: Driveshaft to wheel hub (front)
• Stage 1: 35 Nm
Fig. 24: Driveshaft In Hub

see 9512923 see 9997251

Fig. 25: Identifying Fasteners For Wheel Well Splash Guard

Fig. 26: Identifying Skid Plate Nuts

Fig. 27: Identifying Claw Tool 9997162

see 9997162
INSTALLATION
HALFSHAFT BEARING
Special tools
999 7423 Puller
Tool boards: 46
999 7424 Drift
Tool boards: 46
REMOVAL
Fig. 28: Identifying Circlip

Fig. 29: Identifying Drive Shaft Puller Tool Installed

see 9997423
Fig. 30: Identifying Attachment Of Puller Tool Cuffs

Fig. 31: Identifying Rotation Of Inner Shaft

WARNING: Wear ear protectors.
INSTALLATION
Fig. 32: Identifying Installation Of Ring Gasket

Fig. 33: Identifying Installation Of Drift On Shaft

see 9997424
Fig. 34: Identifying Attachment Of Gasket On Shaft With Mallet And Drift
WARNING: Wear ear protectors.
Install drive shaft right, see DRIVE SHAFT RIGHT
SEALING RING, DRIVESHAFT, FRONT LEFT
Special tools:
see 9995768
see 9995769
see 9995770
is always correct.
LEFT-HAND SIDE
REMOVING THE DRIVE SHAFT
Remove:
 the drive shaft. See: DRIVESHAFT LEFT

 the splashguard under the engine.
REMOVING THE DIFFERENTIAL SEALS, LEFT-HAND SIDE
Fig. 35: Cap Nut For Extractor 999 5768 Installed

Place a container underneath the transmission.
Remove the metal ring in the seal. Use a small screwdriver.
NOTE: Do not insert the screwdriver between the ring and the end of the shaft, this
may damage the contact surface.
Install the cap nut for: see 9995768
Lightly grease the locating pin on the extractor.

Use a ratchet with an extension and socket. Press the extractor in against the seal at the same time as the
extractor is turned.
Tighten so that the threaded cone screws firmly into the seal.
Fig. 36: Identifying Seal & Extractor 999 5768

Remove the cap nut for the extractor.
Install the extractor bracket and nut.
Remove the seal.
Check that no seal residue is left.
Fig. 37: Identifying Locating Pin 999 5769 And Drift 999 5770
Lubricate the edges of the new seal using automatic transmission fluid.
Install:
 see 9995769
 the seal for the guide pin. Use: see 9995770 .
Tap in the seal until the drift is against the transmission.
Remove the locating pin.
Install the drive shaft. See: DRIVESHAFT LEFT.
Check the oil level. See: TRANSMISSION OIL LEVEL - CHECKING .
Install the splashguard under the engine.

(B5254T3, AW55-50/51SN; 2006-2007)
DRIVE SHAFT RIGHT
see DRIVE SHAFT RIGHT
DRIVESHAFT LEFT
see DRIVESHAFT LEFT
HALFSHAFT BEARING
see HALFSHAFT BEARING

(B5254T3, M66; 2006-2007)
DRIVE SHAFT RIGHT
DRIVESHAFT LEFT
see DRIVESHAFT LEFT
HALFSHAFT BEARING

Special tools
999 1801 STANDARD SHAFT
Tool description: STANDARD SHAFT
Tool boards: 21
999 5541 PUNCH (SEAL-DRIVE SHAFT) M56, AW50-42 800
Tool description: PUNCH (SEAL-DRIVE SHAFT) M56, AW50-42 800
Tool boards: 43
Materials
Transmission oil 31280771
REMOVAL
Remove drive shaft, see DRIVESHAFT LEFT
Fig. 38: Identifying Pry Bar To Remove Driveshaft Left Bearing

Fig. 39: Identifying Application Of Transmission Oil, 31280771

Use: Transmission oil, 31280771
Fig. 40: Identifying Attachment Of Bearing To Punch And Standard Shaft Tool Assembly
see 9991801 see 9995541

Fig. 41: Identifying Installation Of Bearing

INSTALLATION
Install left drive shaft, see DRIVESHAFT LEFT
Perform checks, see TRANSAXLE OIL
SEALING RING, DRIVESHAFT, FRONT RIGHT
special tool
T9995541 DRIFT (SEAL-DRIVESHAFT) M56, AW50-42 P800
Tool description: DRIFT (SEAL-DRIVESHAFT) M56, AW50-42 P800
Tool boards: EU14-1/1; SV14-1/1; UK11; UK12; US14-1/1
T9991801 STANDARD SHAFT
Tool description: STANDARD SHAFT
Tool boards: EU12-1; EU14-1; EU14/16-1; EU24-1; SV12-1; SV14-1; SV14/16-1; SV16/17-1;
SV24-1; SV26-1; UK6; US12-1; US14-1; US14/16-1; US16/17-1; US24-1; US26-1
Remove the right driveshaft. See, see DRIVE SHAFT RIGHT.

Fig. 42: Identifying Removal Of Right Driveshaft Bearing

Fig. 43: Identifying Attachment Of Bearing To Punch And Standard Shaft Tool Assembly
see 9995541 and see 9991801 .

Fig. 44: Identifying Installation Of Bearing

INSTALLATION

(B5254T7, AW55-50/51SN; 2008-2009)
DRIVE SHAFT RIGHT
DRIVESHAFT LEFT
see DRIVESHAFT LEFT
HALFSHAFT BEARING

(B5254T7, AW55-50/51SN; 2010-2011)
DRIVE SHAFT RIGHT
DRIVESHAFT LEFT
see DRIVESHAFT LEFT
HALFSHAFT BEARING
REAR HALFSHAFT SEAL
Special tools:
see 9997192
PREPARATORY WORK
REMOVING THE DRIVE SHAFT
Remove the drive shaft. See: REAR DRIVE AXLE.
REMOVAL
REMOVING THE SEAL RING
Fig. 45: Identifying The Sealing Ring Removal

Remove the seal ring using a jimmy bar.
NOTE: Check that no seal residue remains in the rear axle gear housing.
INSTALLATION
INSTALLING THE SEAL RING

Fig. 46: Identifying Installation Of Seal Ring

Lubricate the seal lip with wheel bearing grease, 1161251-2 (400 gram).
Use see 9997192 . Tap in the seal.
FINISHING
INSTALLING DRIVE SHAFT
Install the drive shaft. See: REAR DRIVE AXLE.
REAR DRIVE AXLE
Special tools
999 7399 Puller
Tool boards: 46
999 7397 Key
Tool boards: 46
999 7398 Counterhold
Tool description: Counterhold
Tool boards: 46
REMOVAL
new component.
Remove rear spring, see SPRING
VEHICLES WITHOUT LOAD-LEVELING SHOCK ABSORBERS
Fig. 47: Rear Shock Absorber To Wheel Knuckle

Torque: Rear shock absorber to wheel knuckle
175 Nm
VEHICLES WITH LOAD-LEVELING SHOCK ABSORBERS

Fig. 48: Rear Shock Absorber To Wheel Knuckle

Torque: Rear shock absorber to wheel knuckle (Nivomat)
280 Nm
Fig. 49: Lower Arm Rear To Wheel Knuckle

Torque: Lower arm rear to wheel knuckle
110 Nm
Fig. 50: Rear Stabilizer Bar Link To Lower Stabilizer Bar

Torque: Rear stabilizer bar link to lower stabilizer bar
60 Nm
Fig. 51: Tie Rod To Longitudinal Stay

Torque: Tie rod to longitudinal stay
110 Nm
Fig. 52: Driveshaft To Wheel Hub Bolt

Torque: Driveshaft to wheel hub (rear)
35 Nm
Fig. 53: Identifying Underbody Skid Plates

Fig. 54: Identifying Mounting Bracket Bolt

Torque: Wheel knuckle rear to body
180 Nm
Fig. 55: Identifying Line Fasteners

Fig. 56: Positioning Knuckle Assembly

Fig. 57: Disconnecting Axle From Knuckle


Fig. 58: Ensuring Proper Fitting

Fig. 59: Identifying Special Service Tool

see 9997399

Fig. 60: Ensuring Proper Fitting

Fig. 61: Identifying Special Service Tool

see 9997397 see 9997398

Fig. 62: Removing Axel Shaft

INSTALLATION
REAR DRIVE AXLE
Special tools
999 7160 Key
Tool boards: 46
REMOVAL
Remove wheel hub rear, see REAR WHEEL HUB

Fig. 63: Identifying Key Tool To Detach Shaft Boot

see 9997160
Fig. 64: Identifying Direction To Remove Shaft

INSTALLATION

see SEALING RING, DRIVESHAFT, FRONT LEFT
REAR DRIVE AXLE
Special tools
999 7160 Key
Tool boards: 46
REMOVAL
Remove wheel hub rear, see REAR WHEEL HUB
Fig. 65: Identifying Key Tool To Detach Shaft Boot

see 9997160
Fig. 66: Identifying Direction To Remove Shaft

INSTALLATION
REAR WHEEL HUB
PREPARATORY WORK
REMOVING COMPONENTS
Fig. 67: Identifying Caliper Bolts

Remove:
 the wheel
 the 2 x screws
 the brake caliper. Hang up the caliper in a suitable position to avoid damaging the brake hose
 the brake disc. See: REAR BRAKE DISC .
REMOVAL
REMOVING THE WHEEL HUB

Fig. 68: Identifying Rear Wheel Hub Fasteners

Remove:
 the 1 screw (1)

 the ABS sensor
 the drive shaft center screw (3)
 the wheel hub
 the brake backing plate.
INSTALLATION
INSTALLING THE WHEEL HUB

Fig. 69: Identifying Rear Wheel Hub Fasteners

Install:
 the brake backing plate

 the wheel hub
 the 4 x M10 screws (2). Tighten. See: TIGHTENING TORQUE
 the drive shaft center screw. Tighten. See: TIGHTENING TORQUE
 the ABS sensor
 the M5 screw (1) for the ABS sensor. Tighten. See: TIGHTENING TORQUE
FINISHING
Install:
 the brake disc. See: REAR BRAKE DISC

 the brake caliper
 the 2 screws for the caliper holder. Tighten. See: TIGHTENING TORQUE
 the wheel. See: WHEELS .

(B5254T7, AW55-50/51SN; 2011-2012)
DRIVE SHAFT RIGHT
HALFSHAFT BEARING

(B5254T7, M66; 2008-2009)
DRIVE SHAFT RIGHT
DRIVESHAFT LEFT
see DRIVESHAFT LEFT
HALFSHAFT BEARING
see SEALING RING, DRIVESHAFT, FRONT RIGHT

(B5254T7, M66; 2010-2011)
DRIVE SHAFT RIGHT
DRIVESHAFT LEFT
see DRIVESHAFT LEFT
HALFSHAFT BEARING
REAR HALFSHAFT SEAL
see REAR HALFSHAFT SEAL
see SEALING RING, DRIVESHAFT, FRONT RIGHT

ACCESSORIES AND BODY, CAB Miscellaneous - Removal, Replacement And Installation
Miscellaneous - Removal, Replacement And Installation
REAR SPOILER
REMOVAL
REMOVING THE REAR SPOILER
Fig. 1: Identifying Rear Spoiler Screws

Remove:
 the 2 x screws (1).

Fig. 2: Identifying Rear Spoiler Side Screws

 the 3 x screws on each side

 the clips (2), 1 per side. Pull off the spoiler from the 14 x bumper cover catches.
HINT: Start with the end nuts.
OPENING FOR TAIL PIPE AND /OR TOW HITCH
CAUTION: Do not damage the painted surface of the spoiler.
Apply tape to the outside of the spoiler, opposite both markings on the left and right-hand sides of the spoiler.
Make the cut-out according to the markings.
Cut so that the raised edge on the inside marking the cut-out remains.
Smooth off the sawn edges using a fine toothed file. Remove the tape.
Install the new 3 x spring nuts on each side of the new spoiler.
OPENING FOR THE TAIL PIPE (VEHICLES WITH TURBOCHARGED ENGINE B5XX4T3)
Fig. 3: Identifying Opening For The Tail Pipe

VEHICLES WITH TOW HITCH
On vehicles with a tow hitch, cut-outs must be made in the new spoiler for the bumper cover.
Fig. 4: Identifying Vehicles With Fixed Towbar

Fixed towbar
Applies to vehicles with a fixed towbar.

Fig. 5: Identifying Vehicles With Detachable Tow Bar

Detachable tow bar, (USA/CDN)
Applies to vehicles with a detachable tow bar.
INSTALLATION
INSTALLING THE REAR SPOILER

Fig. 6: Identifying Rear Spoiler Side Screws

CAUTION: Clean the surfaces of the bumper cover where the new spoiler section is to
be secured. Otherwise there is risk of paintwork damage.
HINT: Start in the center. Check that the catches engage.
Press the new spoiler section into place on the bumper cover.
Install:
 the clips (2), 1 per side

 the 3 x screws (1) per side. Tighten.
C:\Users\TUFF\AppData\Local\Temp\mric_tmp\~od9A8.png (2500 x 1875) @ 564.48px
Fig. 7: Identifying Rear Spoiler Screws

Install the 2 x screws (1). Tighten.
TRAILER MODULE (TRM)
PREPARATORY WORK
IGNITION OFF

Ignition off.
Fold out the right-hand side panel in the cargo compartment. See: SIDE PANEL LOADSPACE .
REMOVAL
REMOVING THE TRAILER MODULE (TRM)
Fig. 9: View Of Trailer Module (TRM) Connectors

 the connectors
 the control module, press in the catches.
INSTALLATION
INSTALLING THE TRAILER MODULE (TRM)
Install:

 the connectors.
FINISHING
INSTALLING SIDE PANEL CARGO COMPARTMENT
Install the right-hand side panel in the cargo compartment. See: SIDE PANEL LOADSPACE .
PROGRAMMING CONTROL MODULE
Program the new control module in accordance with: 30744455 .

SUSPENSION
Power transmission
SUSPENSION
REAR STABILIZER BAR LINK
REMOVAL
Fig. 1: Rear Stabilizer Bar Link

1. Torque: Rear stabilizer bar link to lower stabilizer bar
60 Nm
2. Torque: Rear stabilizer bar link to stabilizer bar
15 Nm
INSTALLATION

ACCESSORIES AND BODY, CAB Other Electrical Equipment - Overhaul Instructions
Other Electrical Equipment - Overhaul Instructions
REMOTE CONTROL KEY
Special tools
981 4089 Anti-static strap
Tool description: Anti-static strap
Tool boards: 39
RECONDITIONING
Fig. 1: Removal Of Key

see 9814089
Fig. 2: Removing Back Cover Screw

Fig. 3: Removing Back Cover

Fig. 4: Removal Of Battery And Disposal Of Keyless Control

Fig. 5: Removing And Disposal Of Rubber Button Gasket

Fig. 6: Removal And Disposal Of Key Release

Fig. 7: Installation Of Key Release

Fig. 8: Installation Of Rubber Button Gasket

Fig. 9: Installation Of Circuit Board

Fig. 10: Installation Of Back Cover

Fig. 11: Installation Of Back Cover Screw

Fig. 12: Installation Of Key

ACCESSORIES AND BODY, CAB Interior - Removal, Replacement And Installation
Interior - Removal, Replacement And Installation
FRONT SEAT
CONTROL MODULE FRONT SEAT
Operation Number(s): 85215-2
REMOVE
Remove side panel, see SIDE PANEL FRONT SEAT

INSTALL
 driver's seat. 30739645

 passenger seat. 30774083
ELECTRIC MOTOR, FRONT-REAR ADJUSTMENT
REMOVE
Remove front seat. See FRONT SEAT.

Fig. 2: Identifying Front-Rear Adjustment Motor And Screws

Torque: M5
5 Nm
ELECTRIC MOTOR, HEIGHT ADJUSTMENT
REMOVE
Fig. 3: Identifying Driver Seat And Control Button

Remove front seat. See FRONT SEAT.
Fig. 4: Identifying Seat Height Adjustment Motor, Screws, And Connector

1. Torque: M6
10 Nm
2. Torque: M8
24 Nm
Remove side panel, see SIDE PANEL FRONT SEAT
Fig. 5: Identifying Seat Motor, Screws, And Connector

5 Nm
Fig. 6: Identifying Mounting Bolt For Seat Motor

Torque: M6
10 Nm
INSTALL
ELECTRIC MOTOR, BACKREST RAKE
REMOVAL
Remove back cushion front seat, see FRONT SEAT BACKREST (2006-2011) or see FRONT SEAT
BACKREST (2012)
Fig. 7: Identifying Backrest Cushion Fasteners

Fig. 8: Identifying Backrest Cushion

Fig. 9: Identifying Backrest Adjustment Mechanism And Bolt

Torque: M6
10 Nm
Fig. 10: Identifying Shaft For Backrest Adjustment Mechanism

Fig. 11: Identifying Adjustment Mechanism Mounting Bolt Inside Backrest Frame
Torque: M6
10 Nm
Fig. 12: Identifying Backrest Adjustment Motor

Fig. 13: Identifying Connector For Backrest Adjustment Motor

INSTALLATION
FRONT SEAT
REMOVAL

REMOVING THE FRONT SEAT


Adjust the seat to its rearmost position.
Remove:
 the 2 seat runners

Adjust the seat to its frontmost position.
IGNITION OFF

Disconnect the battery negative cable. See: BATTERY DISCONNECTING AND CONNECTING .
REMOVING THE FRONT SEAT, CONTINUED
Fig. 17: Locating Seat Belt Anchor Panel

Remove:
 the panel at the seat belt anchorage

 the 2 seat runners
Fig. 18: Identifying Lower Belt Anchorage Screws

Remove:
 the 2 M10 screws

 the M10 screw of the lower belt anchorage.
Lift up the rear edge of the seat and remove the belt rod.
Remove the connector screw
CAUTION: Two people are required for this task to prevent damage to the interior trim
or the seat.
Lift out the seat.
INSTALLATION
INSTALLING THE FRONT SEAT
FRONT SEAT BACKREST (2006-2011)
REMOVAL
 Front seat, see FRONT SEAT

 Head restraint front seat, see HEAD RESTRAINT FRONT SEAT (2006-2009) or see HEAD
RESTRAINT FRONT SEAT (2010-2012)
Fig. 19: Removing Head Restraint Mounts From Seat

Fig. 20: Identifying Backrest Handle Screw

Fig. 21: Identifying Backrest Handle Component

Fig. 22: Identifying Backrest Handle Bezel Catch

Fig. 23: Identifying Backrest Release Housing

Fig. 24: Identifying Clip For Lumbar Adjustment Knob

Fig. 25: Identifying Seat Cover Tab

Fig. 26: Removing Seat Cover

Fig. 27: Identifying Fasteners For Backrest Cushion

INSTALLATION

HEAD RESTRAINT FRONT SEAT
Materials
Draw string 9459316
Draw string 3533976
REMOVAL
Fig. 28: Removing Head Restraint

Fig. 29: Locating Draw String

Fig. 30: Draw string, 3533976

Use: Draw string, 9459316

Fig. 31: Removing Head Restraint Upholstery

VEHICLES WITH REAR PASSENGER ENTERTAINMENT SYSTEM (RSE)
Fig. 32: Identifying Head Restraint Release



Fig. 35: View of Screws

Fig. 36: Removing Rear Passenger Entertainment System (RSE)



ALL VEHICLES
INSTALLATION
Materials
Draw string 3533976
Draw string 9459316
REMOVAL



Use: Draw string, 3533976 Use: Draw string, 9459316


VEHICLES WITH REAR PASSENGER ENTERTAINMENT SYSTEM (RSE)
Fig. 43: Identifying Head Restraint Release

Fig. 44: Identifying Head Restraint Finisher

Fig. 45: Identifying Head Restraint Connectors


Fig. 47: View of Screws

Fig. 48: Removing Rear Passenger Entertainment System (RSE)

Fig. 49: Remove Tab in Direction of Arrow


ALL VEHICLES
INSTALLATION
FRONT SEAT BACKREST (2012)
Special tools:
see 1158962
PREPARATORY WORK
Remove the front seat. See: FRONT SEAT.
Relieve the tension in the lever.
Carefully detach the cover of the lever/knob and pull the lever/knob straight out.
If the front seat is manually operated, remove the backrest adjustment knob by pulling it straight out.
Press down the 2 catches in the bottom edge of the shock protection and press through the upholstery.
Lift the head restraint upward while the catches are pressed.
Remove:
 the switch/runner on the top edge of the backrest

 the side panel as described in, see SIDE PANEL FRONT SEAT.
Fig. 51: Locating Handle Screw

Lift up the handle.
Remove:
 the screw of the handle

 the handle
 the screw of the runner.
Release the 2 catches of the runner and then angle it out.
REMOVAL
REMOVING THE BACKREST UPHOLSTERY

Fig. 52: View Of Detaching Upholstery At Lower Edge

Detach the grip strip under the seat.
Begin by detaching the upholstery at the lower edge. Then continue up along the entire backrest.
Cut off the retaining rings as you pull the upholstery up.
NOTE: Take note of where the retaining rings are located.
INSTALLATION
INSTALLING BACKREST UPHOLSTERY
Position the upholstery over the backrest and fasten the retaining rings while pulling the upholstery down.
Check how the old rings sat. Use see 1158962 .
Install:
 the upholstery at the lower edge

 the grip strip on the lower edge of the backrest
 the lever/knob and cover
 the backrest adjustment lever (for manually operated front seat)
 the handle/runner of the backrest folding mechanism; tighten the screws
 the switch/runner of the backrest
Insert the head restraint by pushing down until the catches engage.
NOTE: Lift the head restraint and check that it cannot be pulled up.
Install the front seat. See: FRONT SEAT.
FRONT SEAT POSITION SENSOR
see FRONT SEAT POSITION SENSOR
see HEAD RESTRAINT FRONT SEAT
see HEAD RESTRAINT FRONT SEAT (2006-2009) or see HEAD RESTRAINT FRONT SEAT (2010-
2012)
SEAT HEATING MODULE (SHM)
see SEAT HEATING MODULE (SHM)
FRONT SEAT CUSHION
PREPARATORY WORK
REMOVING THE FRONT SEAT AND SIDE PANEL
Remove:

REMOVAL
REMOVING THE SEAT CUSHION UPHOLSTERY

Fig. 53: Lift Up The Upholstery

Release the grip strip on the rear edge and on the sides.
Lift up the upholstery.
Unsnap the upholstery from the seat cushion.
Fig. 54: Identifying Seat Cushion Bracket Screw

Remove
 the 1 M6 screw
 the bracket.
Unhook the upholstery at the front edge.

INSTALLATION
INSTALLING THE SEAT CUSHION UPHOLSTERY
Hook on the upholstery at the front edge.
Snap the upholstery onto the seat cushion.
Pull the upholstery down and hook it around the seat frame.
Install:
 the bracket
 the 1 M6 screw and tighten.
 the side panel as described in, see SIDE PANEL FRONT SEAT
 the front seat as described in, see FRONT SEAT.
WARNING: If the vehicle is equipped with an occupant weight sensor (OWS), it must
always be calibrated using VIDA (Volvo scan tool) if the upholstery has
been removed or replaced.
FRONT SEAT HEATER MAT
PREPARATORY WORK
REMOVING THE FRONT SEAT AND IMPORTANT INFORMATION
CAUTION: Remove the old heater pad before installing the new one. A new heater
pad must not be bonded over the old pad.
NOTE: Read through the entire method before beginning work.

Fig. 55: Different Types Of Heater Pads (1 Of 8)

The following heater pad versions are available:
 heater pad and seat belt reminder

 heater pad only
 seat belt reminder only.
REMOVAL
REMOVING UPHOLSTERY
Remove:
 the seat cushion upholstery. See: FRONT SEAT CUSHION

 the backrest cushion upholstery. See: FRONT SEAT BACKREST (2006-2011) or see FRONT SEAT
BACKREST (2012).
NOTE: Cut the half moon clips. Remove any remaining parts of the clips.
NOTE: Do not bend the upholstery rods more than is necessary to detach the
upholstery. Straighten the rods before reinstalling the upholstery.
REMOVING HEATER PAD
Fig. 56: Heating Heater Pad

Carefully heat the heater pad to remove it.

Fig. 57: Damaging Foam Filling

NOTE: Ensure that the foam filling is not damaged when removing the heater pad.
Ensure that the pad is detached from the foam filling. This is to prevent
functionality problems when the new heater pad is installed.
NOTE: Damaged foam filling must be replaced. This to guarantee function. This also
applies if there are cracks in the backrest or seat frame.
INSTALLATION
INSTALLING HEATER PADS

Fig. 58: Identifying Heater Pad Position

CAUTION: The heater pad must be correctly positioned so that when the half moon
clips are secured they are not too close to the heating loops or the surface
of the heater pad.
Position the heater pad in the correct position. Do not remove the backing from the adhesive surfaces.
Secure one half of the heater pad. Fold up the other half.
Pull the backing (or part of the backing) off the adhesive surface closest to the center of the section of the heater
pad that is bent up.
Carefully bring the adhesive surface down onto the foam filling. Work with small sections at a time. Start from
the center and work out towards the edges.
Continue in the same way with the other adhesive surfaces.

Fig. 59: End Of The Pad Not Up On Flat Surface

If the heater pad terminates at the channel, position it as shown in the illustration.
NOTE: The end of the pad must not be up on the flat surface.
Fig. 60: Identifying Proper Pad Fill Position

If the heater pad is the type where the pad and/or cable is placed in the channel, the pad must follow the foam
filling as shown in the illustration. If not, the pad and/or cable may be loaded and damage the pad. The type of
seam on the upholstery may cause wear in the long term.
Fig. 61: Bubbles And Kinks Increase Risk Of Damage To Pad

CAUTION: There must not be any bubbles or kinks when the heater pad is bonded to
the foam filling. This increases the risk of damage to the pad during use.
This applies to the entire surface, but to the heating wires in particular.
Fig. 62: Locating Positional Straps To Be Cut Apart

When the heater pad has been bonded into place the positional straps (gray in the illustration) must be cut apart.
This only applies to those types of heater pads that have positional straps.
NOTE: The positional straps must not be cut before bonding is complete.
CHECKING BONDING
Fig. 63: Identifying Tested Bonding

This check can be performed either with the upholstery completely removed or with it partially in position.
Press at those points shown in the illustration. Check that the heater pad follows the compression of the cushion.
There must be no kinks or other defects in the heater pad when it is pressed.
INSTALLING UPHOLSTERY AND FRONT SEAT
Install:
 the seat cushion upholstery. See: FRONT SEAT CUSHION

BACKREST (2012)
 the front seat. See: FRONT SEAT.
FINISHING
TEST THE FUNCTION OF THE HEATER PAD
Start the seat heater and check the function.

NOTE: This check is not possible if the ambient temperature is too high.
FRONT SEAT POSITION SENSOR
PREPARATORY WORK
REMOVAL
REMOVING SEAT TRACK SENSOR (STS)
Fig. 64: Identifying Removal Of Locking Pin For Sensor

Remove the locking pin for the sensor.

HINT: Screw a small panel screw into the locking pin. Use cutting pliers to pull it out.
Remove the seat track sensor (STS).
NOTE: Make a note of how the wiring is routed.
Fig. 65: Removing Seat Track Sensor

Bend the catch for the connector to one side. Press out the connector. Remove the connector.
INSTALLATION
INSTALLING THE SEAT TRACK SENSOR (STS)
Install:
 the sensor
 the snap ring
 the connector.
CAUTION: Route the wiring as noted earlier. Route the wiring so that it does not rub
or is pinched.
Install the front seat. See: FRONT SEAT
see HEAD RESTRAINT FRONT SEAT
HEAD RESTRAINT FRONT SEAT (2006-2009)
Materials
Draw string 9459316
Draw string 3533976
REMOVAL





INSTALLATION
HEAD RESTRAINT FRONT SEAT (2010-2012)
Materials
Draw string 9459316
Draw string 3533976
REMOVAL

Fig. 70: Identifying Head Restraint Locking Tabs




INSTALLATION
LUMBAR SUPPORT FRONT SEAT
REMOVAL
REMOVING THE LUMBER SUPPORT
Fig. 74: Backrest Cushion Upholstery

Remove:

BACKREST (2012).
 the protective pad. It is secured with 4 hidden clips.
Fig. 75: Identifying Backrest Padding Half-Moon Clips

 the 4 half moon clips. Remove the padding from the backrest.
Fig. 76: Identifying Backrest Mounting Screws And Hooks

 the 2 mounting screws from the side of the backrest

 the hooks, 3 on each side.
Detach the mechanical cables, 1 on each side.
Remove the lumbar support.
INSTALLATION
INSTALLING THE LUMBER SUPPORT
Install:
 the lumbar support

 the 2 mounting screws. Tighten
 the mechanical cables, 1 on each side
the hooks, 3 on each side
 the padding using the 4 half moon clips

 the protective pad
BACKREST (2012).
Tension the lumber support.
Install the front seat. See: FRONT SEAT.
POSITION SENSOR BACKREST FRONT SEAT
Remove the filling, see FRONT SEAT BACKREST (2006-2011) or see FRONT SEAT BACKREST
(2012).
Fig. 77: Locating Front Seat Backrest Position Sensor

SEAT HEATING MODULE (SHM)
REMOVAL
Fig. 78: Identifying Driver Seat And Control Button


Fig. 80: Identifying Seat Heating Module Connectors

INSTALLATION
SEAT TRACK FRONT SEAT
REMOVAL
 Front seat, see FRONT SEAT

 Front safety belt buckle, see FRONT SAFETY BELT BUCKLE
 Electric motor front-rear adjustment, see ELECTRIC MOTOR FRONT-REAR ADJUSTMENT
Fig. 81: Identifying Mounting Screws At Front Seat Track

On both sides.
Torque: M8
24 Nm
Perform removal pop rivet, see REMOVING RIVETS
Fig. 82: Identifying Drilling Locations

On both sides.
INSTALLATION
SIDE PANEL FRONT SEAT

REMOVE
Fig. 83: Removing Front Seat Side Panel - Vehicle With Manual Seat (1 Of 2)
Vehicle with manual seat.
Fig. 84: Removing Front Seat Side Panel - Vehicle With Manual Seat (2 Of 2)
Fig. 85: Removing Front Seat Side Panel - Vehicle With Electric Seat (1 Of 2)
Vehicle with electric seat.
Fig. 86: Removing Front Seat Side Panel - Vehicle With Electric Seat (2 Of 2)
Remove the control module in the front seat. See CONTROL MODULE FRONT SEAT.
INSTALL
TILT MECHANISM FRONT SEAT BACKREST
Fig. 87: Identifying Retaining Clip

Remove:
 the backrest electric motor as described in, see ELECTRIC MOTOR, BACKREST RAKE
 the retaining clip
 the spring
Angle out the handle and unhook the lock cable.
Fig. 88: View Of Cable Tie From The Seat Frame

Follow the cables. Detach the clips and cable tie from the seat frame.
Unhook the 2 cables from the folding mechanism.

INSTALLATION
NOTE: Take care when routing the cables. Do not twist them.
REAR SEAT
CENTER ARMREST REAR
REMOVAL
REMOVING THE UPHOLSTERY
Fig. 89: Removing Rear Center Armrest Upholstery

Undo the grip strips starting at the top edge.
Remove the upholstery.
TRANSFERRING THE RETAINING STRAP
Pull out the retaining strap.
INSTALLATION
INSTALLING THE UPHOLSTERY
LUGGAGE COMPARTMENT HATCH
REMOVE
Fig. 90: View Of Luggage Compartment Hatch

In vehicles with the keyless entry system, the bottom edge of the antenna must be detached.
INSTALL
LUGGAGE COMPARTMENT HATCH LOCK
REMOVAL
REMOVING THE ANTI-ROLL BAR PANEL

Fig. 91: Identifying Anti-Roll Bar Panel Screws

Remove:
 anti-roll bar panel as described in, see ROLLOVER PROTECTION UNIT TRIM COVER
 the connector
REMOVING SCREWS
Fig. 92: Identifying Luggage Compartment Hatch Lock Screws

INSTALLATION
INSTALLING THE ANTI-ROLL BAR PANEL
REAR SEAT BACKREST
REMOVAL
Fig. 93: Removing Rear Seat Backrest

Fig. 94: Locating Attachment

Fig. 95: Releasing Cover Clips


INSTALLATION
SEAT CUSHION, REAR SEAT (2006-2011)
REMOVAL
REMOVING THE SEAT CUSHION

Fig. 97: Locating Rear Seat Cushion Catches

Press the seat cushion backwards and then upwards at the rear edge.
Lift up the middle seat cushion.
REMOVING THE UPHOLSTERY
Fig. 98: Identifying Upholstery Clips

Remove the grip strips.

Detach the upholstery from the clips.
Pull off the upholstery.
INSTALLATION
SEAT CUSHION, REAR SEAT (2012)
Fig. 99: Identifying Rear Seat Cushion Outer Catches

Fig. 100: Identifying Rear Seat Cushion Middle Catches

Fig. 101: Removing Rear Seat Storage Tray

Fig. 102: Removing Rear Seat Cushion (1 Of 2)

Fig. 103: Removing Rear Seat Cushion (2 Of 2)

TRIM PANELS AND UPHOLSTERY

A-PILLAR TRIM PANEL
REMOVAL
REMOVING THE PANEL

Fig. 104: Removing A-Pillar Trim Panel

Take hold of the top edge of the panel and pull it straight into the vehicle.
INSTALLATION
INSTALLING THE PANEL
Guide the bottom edge of the panel toward the dashboard and press it into place in the 3 clips.
CLOTHES HOLDER HEAD RESTRAINT FRONT SEAT
PREPARATORY WORK
ORDERING ZIP FASTENER CATCH
NOTE: A zip fastener catch is required to carry out this work. This is not included with
the upholstery but is ordered separately.
REMOVAL
REMOVING CLOTHES HOLDER, HEAD RESTRAINTS
Press down the 2 catches in the underside of the protective pad. Press through the upholstery.
Lift the head restraint upwards while the catches are pressed in.
Remove the head restraint.

Fig. 105: Cutting Upholstery At Zip Fastener

Remove the 2 staples locking the zip fastener.
Open the zip fastener by pulling it apart with your fingers.
Remove:
 upholstery
 the shear fabric.
Fig. 106: Identifying Retaining Clip And Round-Nose Pliers

Pull the retaining clip (1) straight out. Remove the retaining clip.
HINT: Use round-nose pliers.
NOTE: If the plastic frame is damaged when pulling out the retaining clip, bond it using
fast-acting adhesive.
INSTALLATION
INSTALLING CLOTHES HOLDER HEAD RESTRAINTS

Fig. 107: Identifying New Retaining Clip

Insert a new retaining clip.
NOTE: Make sure that the clips are correctly located, see illustration.
Install:
 the shear fabric

 the upholstery.
HINT: Heat up the upholstery slightly before installation to make it more elastic.
Ensure that the hole in the upholstery is directly opposite the hole in the clothes holder.
Fig. 108: Closing Zip Fastener

Use a zip fastener catch to close the zip fastener.
NOTE: Make sure that all seams are correctly positioned and the padding is not kinked
under the upholstery.
Fig. 109: Identifying Zip Fastener Stapled Together At Both Ends

Staple the zip fastener together at both ends.

Fig. 110: Identifying Clothes Holder Installation With Hammer

Install and press the clothes holder into place.
HINT: Tap it gently using a hammer to ensure it is properly secured.
Install the head restraint. Press the head restraint down until the catches engage.
NOTE: Lift in the head restraint, and check that it cannot move upwards.
CONVERTIBLE TOP CENTER HEADLINER
PREPARATORY WORK

REMOVAL
REMOVING THE CENTER HEADLINING

Remove:
 the wire retainers on the left and right side as described in, see HEADLINER CORD
 the screws - 6 per side.
Fig. 113: Use A Clip Remover And Break The Nearest Clip
CAUTION: Use a clip remover and break the nearest clip.
Remove the 4 clips in the front edge.
Fig. 114: Identifying Front Edge Clips

Fig. 115: Identifying Rear Edge Clips

Remove the 4 clips in the rear edge.
Fig. 116: View Of Removed Headliner

INSTALLATION
INSTALLATION
FRONT HEADLINER
PREPARATORY WORK

REMOVAL
REMOVING THE FRONT HEADLINING
Fig. 118: Identifying Front Wire Attachments

Remove:
 the 2 front wire attachments as described in, see HEADLINER CORD

Fig. 119: Locating Clips

 clips, 4 pieces

 6 screws on each side

Fig. 121: Locating Headlining Clips

 8 clips
TRANSFERRING THE COVER

INSTALLATION
INSTALLING THE FRONT HEADLINING
GRILLE DOOR SPEAKER FRONT

REMOVING THE SPEAKER GRILLE
Fig. 123: Identifying Clip Of The Cable Harness

Remove:

 the clip of the cable harness and move aside the cable harness
Fig. 124: Locating Speaker Grille Retainers

 the 13 retainers of the speaker grille.

HINT: Use a knife to carefully cut away the retainers.
INSTALLING THE SPEAKER GRILLE
Fig. 125: View Of Star Washers

Install:
 the speaker grille

 the 13 star washers
Reposition the cable harness and press the clip into place
Install the door panel. See: PANEL FRONT DOOR.
HEADERRAIL TRIM PANEL
PREPARATORY WORK

The roof should be down.
REMOVAL
REMOVING THE PANEL
Fig. 127: Removing Sun Visors

Remove the sun visors as described in, see SUN VISOR .
Detach the A-post panel as described in, see A-PILLAR TRIM PANEL.
Pull the panel straight down until the 4 clips release. Then pull straight back in the vehicle.
INSTALLATION
INSTALLING THE PANEL
HEADLINER REAR
REMOVAL
REMOVING THE REAR HEADLINING
Fig. 128: View Of Rear Headlining Plate Clips

Remove:
 the plate clips - 2 per side

 the hooks - 2 per side.
Fig. 129: Identifying Front Edge Panel Hooks

Pull the panel straight down at the front edge, where it is engaged with 5 hooks
INSTALLATION
INSTALLING THE REAR HEADLINING
Fig. 130: Identifying Front Edge Hooks

Guide the rear edge of the headlining against the rear window.
Engage the 5 hooks at the front edge.

Fig. 131: Installing Headlining Hooks And Plate Clips

Install:
 the hooks - 2 per side

 the plate clips - 2 per side.
LOAD LIMITER REAR LOCKING
REMOVAL
Fig. 132: View Of Load Limiter Rear Locking Screw

Remove:
 the rubber strip

 the M6 screw.
Move the rear locking upwards.
Fig. 133: Remove The Connector

Fig. 134: View Of Shaft And Lock Washer

Remove:
 the locking washer

 1 screw.
Pull out the shaft.
Fig. 135: Identifying Mounting Bracket And Cradle

Remove:
 the mounting bracket

 the cradle
 the spring
 the ring.
Fig. 136: Locating Screw

Remove 1 screw.
INSTALLATION

LOUDSPEAKER GRILLE, DASHBOARD SPEAKER
Special tools:
see 9512943
REMOVAL
REMOVING THE LOUDSPEAKER GRILLE, DASHBOARD
Fig. 137: Removing Dashboard Loudspeaker Grille Using Special Tool

Insert special tool: see 9512943 into the gap between the dashboard and the loudspeaker grill.
Turn the tool so that it hooks into the grille.

Pull straight up at the side of the 4 clips.
CAUTION: Do not pry sideways as this can easily damage the dashboard.
INSTALLATION
INSTALLING THE LOUDSPEAKER GRILLE
Place the loudspeaker grille in position. Press the grille into place.
LOUDSPEAKER GRILLE, REAR SEAT SIDE PANEL SPEAKER
REMOVING THE SPEAKER GRILLE
Fig. 138: Identifying Speaker Connector

Fig. 139: Identifying Speaker Grille Fasteners

Remove:
 the lighting
 the connector
 the speaker grille (10 fasteners).
HINT: Use a knife to carefully pry away the fasteners.
FITTING THE SPEAKER GRILLE
Fig. 140: View Of Star Washers

Install:
 the speaker grille

 10 star washers
 the lighting
 the connector
LUGGAGE COMPARTMENT LID TRIM PANEL
LUGGAGE COMPARTMENT LID TRIM PANEL
REMOVING/INSTALLING
Fig. 141: Locating Luggage Compartment Lid Trim Panel Clips

Remove:
 the 7 x clips
 the rubber stop, x 2
 the panel.
LUGGAGE COMPARTMENT COVER
REMOVAL
Fig. 142: Detach Curtain Rod From Clip

Detach the curtain rod from the clip.
Fig. 143: Remove The Cover

Remove the cover (3 x hidden clips).
NOTE: Applies to both sides.

Fig. 144: Remove The 3x M6 Screws

Remove the 3 x M6 screws.
NOTE: Applies to both sides.
Raise and angle out the load limiter from the cargo compartment.
INSTALLATION
PANEL FRONT DOOR


Remove the battery cable. See.
REMOVING THE PANEL FROM THE FRONT DOOR
Fig. 146: View Of Front Door Panel Screws

Remove:
 4 cover panels
 5 M6 screws
 the switch, see ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR .
Pull the door panel straight out. It is held in place with 13 clips.
Remove:
 the connectors
 the lock cable from the interior handle.
When replacing with the spare panel, the front door airbag should be transferred as described in, see
INFLATABLE CURTAIN .
INSTALLATION
INSTALLING THE FRONT DOOR PANEL
Install:
 the lock cable of the interior handle

 the connectors
 the door panel with 13 clips. Press into place
 the switch. See ROTARY SWITCH, FRONT DOOR WINDOW REGULATOR
 the 5 M6 screws. Tighten.
 the 4 cover panels. Press into place.
INSTALLING THE BATTERY LEAD

Install the battery cable as described in.

PANEL LUGGAGE COMPARTMENT LID LOWER
REMOVING/INSTALLING
Fig. 148: Identifying Panel Luggage Compartment Lid Lower Screws

Remove:
 the screw
 the 2 clips
 the panel, (5 hidden clips).
INSTALLATION
INSTALLING THE LOWER TRUNK LID PANEL
PARCEL SHELF
REMOVAL
Fig. 149: Locating Parcel Shelf Screws

Remove the M6 screws - 2 per side.
NOTE: Note the position of any spacers at the screw fasteners.
INSTALLING THE REAR SHELF
ROLLOVER PROTECTION UNIT TRIM COVER
PREPARATORY WORK
Fig. 150: Folding Top Down

REMOVAL
REMOVING THE ANTI-ROLL BAR ASSEMBLY PANEL (ROPS)
Fig. 151: Locating Sleeves (1)

Remove:
 the backrests and head restraints as described in, see UPHOLSTERY OUTER HEAD RESTRAINT
REAR
 the seat cushion and side panels as described in, see SIDE PANEL REAR SEAT
 the sleeves (1).
HINT: Use a screwdriver to press in the catch on the front.

Remove the 2 M10 screws (2).
Fig. 152: View Of Anti-Roll Bar Assembly Panel Screws

Open the trunk lid.
Remove the 4 M6 screws on the back of the anti-roll bar assembly panel.
Fig. 153: Identifying Anti-Roll Bar Assembly Panel Screws

Take hold of one edge of the panel and pull it upward. It is held in place with hidden clips.
Pull out the belts and remove the panel.

INSTALLATION
INSTALLING THE ANTI-ROLL BAR ASSEMBLY PANEL (ROPS)
Guide the panel into position and press until it engages.
UPHOLSTERY OUTER HEAD RESTRAINT REAR
REMOVE / INSTALL
Fig. 154: Upholstery Outer Head Restraint Rear (1 of 3)



REMOVAL
REMOVING UPHOLSTERY
Fig. 157: Identifying Mountings For Outer Rear Head Restraint Upholstery
Remove the head restraint.
Detach the 2 mountings in the edges.

Fig. 158: Detaching Center Mounting Using Weatherstrip Tool

Detach the center mounting.

Fig. 159: Removing Outer Rear Head Restraint Upholstery

INSTALLATION
INSTALLING UPHOLSTERY
Install the upholstery.
NOTE: Make sure that the upholstery is in the correct position.
Install:
 the 3 mountings
 the head restraint.
REMOVAL
Fig. 160: Upholstery Outer Head Restraint Rear Removal (1 of 5)





INSTALLATION
REMOVAL
Fig. 165: Identifying Upholstery Outer Head Restraint Rear

VEHICLES WITH HEAD RESTRAINTS WITH POWER FOLD DOWN RELEASE

Fig. 166: Folding Rear Seat

Fig. 167: View Of Head Restraint


Torque: M6
10 Nm

ALL VEHICLES
Fig. 170: Identifying Head

INSTALLATION
Materials:
cord 6 mm 3533976
cord 4 mm 9459316
REMOVE

Fig. 171: Removing Upholstery Outer Head Restraint Rear (1 Of 4)

Torque: M6
10 Nm


Torque: M6
10 Nm

Fig. 175: View Of Cord 6 mm, 3533976

Use: cord 6 mm, 3533976
alternatively Use: cord 4 mm, 9459316
INSTALL
SIDE PANEL REAR SEAT
PREPARATORY WORK
SET THE ROOF IN THE SERVICE POSITION


REMOVAL
Remove:
 the backrest as described in, see REAR SEAT BACKREST

 the seat cushion. See SEAT CUSHION, REAR SEAT (2006-2011) or see SEAT CUSHION, REAR
SEAT (2012).
Fig. 177: Locating Front Lower Belt Anchorage Screw

Remove the M10 screw of the front lower belt anchorage.

Unthread the belt from the brace.
Fig. 178: View Of Front Sill Molding

Lift up and move aside the front sill molding. Remove the M6 screw.
Fig. 179: View Of Rear Sill Molding

Remove the rear sill molding from the rear seat panel by pulling it out of the 4 hidden clips.
Fig. 180: Locating Rear Seat Panel Connector

Unplug the connector of the rear seat panel.
Fig. 181: Identifying Panel Clips

Lift up the panel at the top edge and release the 3 hidden clips.
Pull the panel inward in the vehicle and release the 4 hidden clips.
Pull the seat belt through the panel.
INSTALLATION
INSTALLING THE SIDE PANEL

SIDE PANEL LOADSPACE
REMOVAL
Fig. 182: Locating Side Panel Loadspace Screws

Fig. 183: Removing The Side Panel

Remove:
 the load limiter in the cargo compartment as described in, see LUGGAGE COMPARTMENT COVER
 the rear limit loader lock. See: LOAD LIMITER REAR LOCKING
 the sill molding in the cargo compartment by lifting it straight up (6 hidden clips and 2 guides).
Unplug the connectors to the sill molding.
Fig. 184: Identifying Tool Compartment

Remove:
 the clip, x1
 the 1 x M6 nut
 the tool compartment
 the 4 x M8 lashing eyes
 the floor mat in the cargo compartment.
Fig. 185: Locating Support Screw

NOTE: Mark the height position of the support before removal.
Remove the screw, 1 x M6.
Fig. 186: Carefully Tap The Support Up

Carefully tap the support up.

Fig. 187: View Of Panel For Supporting The Roof

Remove:
 the 2 M6 screws
 the support with corresponding panel
 the panel for supporting the roof in the lowered position.
Fig. 188: Identifying Clips And Lashing Eye

Remove:
 the 4 x clips
 the 1 x M8 lashing eye
Raise the panel and angle it out over the support.
INSTALLATION
INSTALLING THE SIDE PANEL
REMOVAL
REMOVING HEAD RESTRAINT UPHOLSTERY
Fig. 189: Identifying Head Rest Catches

Remove the backrest as described in, see REAR SEAT BACKREST.
Press in the 2 catches and pull straight up.
NOTE: Two people are needed to remove the head restraint - one to press in the
catches and the other to pull the head restraint straight up.
Fig. 190: Undo The 2 Clamps

Undo the 2 clamps.
Fig. 191: Release The Grip Strip

Release the grip strip.

Fig. 192: Remove The Upholstery

INSTALLATION
INSTALLING THE HEAD RESTRAINT UPHOLSTERY
Install:
 the upholstery
 the grip strip
 the 2 clamps
Press the head restraint into place.
Install the backrest as described in, see REAR SEAT BACKREST.

ENGINE MECHANICAL Power transmission
ENGINE MECHANICAL
Power transmission
ENGINE MECHANICAL
SPARK PLUGS
REMOVAL

Torque: M6
10 Nm

Fig. 3: Removing Spark Plugs

Torque: Spark plug
15 Nm
INSTALLATION
TIGHTENING TORQUE
GENERAL TIGHTENING TORQUES
NOTE: Screws coated with a locking fluid or self locking nuts must be replaced with
new when reinstalled.
See the table below to find the tightening torques for components not included in the summary.
Nuts and screws which are not self locking can be reused provided that they are in good condition.
Applies to screwed joint with strength class 8.8.

Thread Tightening torques (Nm)
M5 5
M6 10
M7 17
M8 24
M10 50
M12 80
M14 130
SUMMARY OF SPECIFIC COMPONENTS AND TIGHTENING TORQUES
NOTE: Screws coated with locking fluid or sealant must be replaced with new when
reinstalled.
Always use new screws and nuts when angle tightening. Any exceptions to this rule will be indicated in the
method.
Angle-tightening in tight spaces. See SCREWED JOINT, TORQUE/ANGLE TIGHTENING.
Sub-frame screw (front screws) 120 Nm

(Rear bolts) 280 Nm
Function group 21
Step 1........30 Nm
Flywheel
Stage 2........90°
Step 1........30 Nm
Crankshaft pulley
Stage 2........180 °
Stage 1........5 Nm
Camshaft housing
Step 2........10 Nm
Camshaft position sensor 17 Nm

Camshaft belt trailing wheel 7 Nm
Camshaft belt trailing wheel, nut 45 Nm
Camshaft belt tensioner 30 Nm
Camshaft pulley 43 Nm
Step 1........20 Nm
Cylinder head Step 2........40 Nm
Stage 3........220°
Stage 1........10 Nm
Step 2........ Slacken the screw 180°
Pitman
Step 3........10 Nm
Stage 4........130°
Piston nozzle 20 Nm
Stage 1........10 Nm
Step 2........ Slacken the screw 180°
Main bearing
Step 3........30 Nm
Stage 4........140°
Step 1........6 Nm
Main bearing bridge
Step 2........8 Nm
Oil sump, drain plug 34 Nm
Oil sump, studs 9 Nm
Step 1........ 9 Nm
Oil sump, screw
Step 2........12 Nm
Stage 1........5 Nm
Oil sump, nut
Step 2........12 Nm
Timing cover , upper 4 Nm
Toothed belt cover , lower 5 Nm
Crankshaft speed sensor 8 Nm
Engine pad, right-hand side
90 Nm
(2 screws in the frame member M12)
Engine pad, right-hand side (2 nuts in the engine block M12) 90 Nm
Engine pad, right-hand side (2 studs M12) 18 Nm
Stage 1........60 Nm
Engine pad, left-hand side (screw M14)
Stage 2........50°
Engine pad, left side (4 M10 nuts) 35 Nm 60°
Step 1........30 Nm
Torque rod, lower (screw M12)
Step 2........80 Nm
Water pump 10 Nm
Function group 22
Oil cooler 10 Nm
Oil pump 10 Nm
Oil pressure switch 30 Nm
Function group 23
Fuel pump 22 Nm
Fuel pump mounting 20 Nm
Rear fuel pump mounting 10 Nm
Fuel pump, plastic nut 70 Nm
Fuel pump, pulley 50 Nm
Fuel rail 22 Nm
Stage 1........4 Nm
Fuel injector
Stage 2........65°
Stage 1........20 Nm
High pressure line to injectors , nut
Step 2........25 Nm
Stage 1........20 Nm
High pressure line to fuel rail , nuts
Step 2........25 Nm
Function group 25
Exhaust manifold , studs 8 Nm
Exhaust manifold 25 Nm
Intake manifold 10 Nm
Turbocharger (TC) 25 Nm
Turbocharger to exhaust manifold , studs 10 Nm
Exhaust manifold heat shield 10 Nm
Turbocharger oil return line 10 Nm
Oil delivery line and turbocharger , pipe screw 27 Nm
Turbocharger heat shield 12 Nm
Exhaust system flexpipe to tailpipe and muffler , nuts 47 Nm
Catalytic converter/turbocharger , nuts and clamp 25 Nm
Function group 26
Thermostat housing 7 Nm
Function group 28
Function group 33
Glow plug 8 Nm
Glow plug line stem 2 Nm
Starter motor 35
Generator , front 40 Nm
Generator , rear 40 Nm
Generator mounting 19 Nm
Function group 52
Brake vacuum pump 20 Nm
Clutch disc and pressure plate 29 Nm

AC compressor 25 Nm
AC compressor , mounting 19 Nm
SCREWED JOINT, TORQUE/ANGLE TIGHTENING
Special tools:
see 9512050
SCREWED JOINT
There are a great number of torque spanner systems available on the market where the spanner grip can be
replaced with other types. These wench grips are normally ideally suited to torque tightening screwed joints in
poorly accessible places.
There may be occasions when torque tightening of a screwed joint must be followed by angle tightening and
space does not allow the use of protractor (part number see 9512050 ). In these cases, use either a nut, a screw
head or a tool. These are usually hexagonal and each corner is 60° . If there are twelve edges, each corner is
30° .
Fig. 4: Identifying Marked Nut

To angle tighten, mark the material and nut for example as shown in the illustration and then tighten so that the
markings are opposite each other.
SUSPENSION Springs - Removal, Replacement And Installation
SUSPENSION
Springs - Removal, Replacement And Installation
SPRING FRONT, HELICAL SPRING AND TORSION SPRING

SPRING AND SUSPENSION (B5254T7, AW55-50/51SN; 2011)
Special tools:
see 9512945
see 9997076
see 9997088
see 9512911
see 9512914
see 9995500
PREPARATORY WORK

Remove:
 the wheel
 1 screw (1).
REMOVAL
REMOVING THE BALL JOINT FROM THE WHEEL SPINDLE

Fig. 2: Loosen Nut to Cover Threads

Slacken off the nut so that the upper edge is above the screw. Use an Allen key as a counterhold so that the boot
is not damaged.
Fig. 3: Special Tool (9512945) Installed

Remove the ball joint from the control arm. Use: see 9512945 .

Pull the ball joint out of the wheel spindle. Use: see 9997076 .
REMOVING THE BRAKE CALIPER

Fig. 5: Removing Caliper Bolts

Hang up the caliper in a suitable position to avoid damage to the brake hose.
REMOVING THE DRIVE SHAFT FROM THE HUB
Pull the drive shaft out of the hub. Hang up the drive shaft in an appropriate position. Hang up the wheel spindle
on the ball joint. Loosely install the nut. Use: see 9997076 .
REMOVING THE ANTI-ROLL BAR LINK FROM THE SPRING STRUT

Fig. 6: Removing Sway Bar Link End

Remove
 1 nut. Use an Allen key as a counterhold so that the boot is not damaged
 the anti-roll bar link.
REMOVING THE SPRING STRUT

Fig. 7: Pinch Bolt Removed

Remove the screw.
Widen the groove. Use: see 9997088 . Install the tool so that the flat sides run the length of the groove. Turn
45°.
Carefully tap the wheel spindle down. Use a copper mallet. Pry down the control arm. Use: see 9997076 until
the spindle releases from the spring strut.
Fig. 8: Removing 3 Bolts, Upper Strut Mount

Remove:
 the 3 screws
 the spring strut.
REMOVING THE SPRING

Fig. 9: Using Special Tools (9512911, 9512914, 9995500), Remove Spring

Take the load off the springs. Use the hydraulic tool. Use: see 9512911 together with claws: see 9512914 .
Remove
 the nut on the shock absorber. Use: see 9995500 and a Torx-socket as a counterhold
 the spring seat
 the rubber bump stop and gaiter
 the spring.
NOTE: Note the point of contact on the spring to facilitate installation of a new spring.
Fig. 10: Keep Bearing Intact

NOTE: Ensure that the spring seat and the shock absorber bearing do not separate.
The bearing comprises loose balls in a frame. The balls will fall out on
separation.
Fig. 11: Checking for Damage

Check that the shock absorber bearing / spring seat (1), the rubber bump stop (2) and boot (3) are undamaged.
Replace if necessary.
INSTALLING THE SPRING

Fig. 12: Checking Alignment Of Components

Compress the new spring. Use: see 9512911 together with claws: see 9512914 .
Install:
 the spring
 the bump stop with the boot
 the spring seat
 the 1 nut. See: TIGHTENING TORQUE . Use: see 9995500 and a Torx-socket as a counterhold.
NOTE: Ensure that the spring seat marking is directly opposite the guide for the spring
strut when installing the spring.
INSTALLING THE SPRING STRUT
Install the spring strut in the body. Use new nuts and the new screw. See: TIGHTENING TORQUE .
Install the wheel spindle on the spring strut.
Remove: see 9997088 .

Install the 1 screw. Tighten. See: TIGHTENING TORQUE .
Remove the 1 nut from the ball joint. Press down the control arm. Use: see 9997076 .
Install:
 the drive shaft

 the 1 screw for the drive shaft. Tighten. See: TIGHTENING TORQUE
 the ball joint in the wheel spindle. Use: see 9997076
 the 1 nut for the ball joint. Use an Allen key as a counterhold. Tighten. See: TIGHTENING TORQUE .
INSTALLING THE BRAKE CALIPER
Install the 2 screws. Tighten. See: TIGHTENING TORQUE .
INSTALLING THE ANTI-ROLL BAR LINK FROM THE SPRING STRUT
Install:
 the anti-roll bar link

 the M10 nut. Use an Allen key as a counterhold.
FINISHING
Check and adjust the headlamps in accordance with: HEADLAMPS, ADJUSTING .
SPRING ONLY (B5254T7, AW55-50/51SN; 2011-2012)
Special tools:
see 9512911
see 9512897
PREPARATORY WORK
REMOVING WHEELS
Remove the rear wheel from the relevant side.

REMOVAL
REMOVING THE SPRING ON THE LEFT-HAND SIDE
Fig. 13: Identifying Special Tools (9512911, 9512897) Installed

 use: see 9512911 with claw: see 9512897

 compress the spring
 remove the spring.
WARNING: It is essential that the correct claw for the vehicle model is used. Always
check that the number punched on the claw matches the number
indicated in the method.
NOTE: Note the point of contact on the spring for easier installation.
REMOVING THE SPRING ON THE RIGHT-HAND SIDE


Using a transmission jack, carefully lift under the control arm to relieve the pressure on the shock absorber.
NOTE: Always make sure that the car is not lifted off the hoist when working with the
transmission jack.
Remove:
 the screw for the shock absorber

 the transmission jack.
Fig. 15: Identifying Special Tools (9512911, 9512897) Installed

Use hydraulic spring tensioner: see 9512911 with claw: see 9512897 .
Compress the spring.
Remove the spring.
NOTE: Note the point of contact on the spring for easier installation.
Fig. 16: Identifying Upper Spring Cushion (Grommet)

Remove the grommet
INSTALLATION
INSTALLING THE SPRING ON THE LEFT-HAND SIDE
Install:
 the grommet
 the spring.
NOTE: Make sure that the spring engages in the link arm's grooves.
INSTALLING THE SPRING ON THE RIGHT-HAND SIDE
Install:
 the grommet
 the spring.
NOTE: Make sure that the spring engages in the link arm's grooves.

Using a transmission jack, carefully lift under the control arm so that the screw for the shock absorber can be
installed.
NOTE: Always make sure that the car is not lifted off the hoist when working with the
transmission jack.
Install the screw in the shock absorber. Tighten. See: TIGHTENING TORQUE .
FINISHING
Check and adjust the headlamps in accordance with: HEADLAMPS, ADJUSTING .

SUSPENSION
Power transmission
SUSPENSION
SPRING, REAR
Special tools
951 2911 Hydraulic piston
Tool description: Hydraulic piston
Tool boards: 70
951 2937 extension rod
Tool description: extension rod
Tool boards: 70
951 2913 Claw (size 1, for hydraulic piston 9512911)
Tool description: Claw (size 1, for hydraulic piston 9512911)
Tool boards: 70
REMOVAL
Fig. 1: Wheel Well Shield Fasteners

Remove link rear anti-roll bar, see REAR STABILIZER BAR LINK
Fig. 2: Identifying Hub

see 9512911 see 9512937 see 9512913
Fig. 3: Noting Position Of Component Before Removal


INSTALLATION
VEHICLES WITH HIGH INTENSITY DISCHARGE HEADLAMPS

RESTRAINTS Power transmission
RESTRAINTS
Power transmission
RESTRAINTS
SRS SYSTEM CABLE HARNESS, REPAIR
Special tools: see 9512785 , see 9512620 , see 9512777
Materials: SRS system repair kit for the selected car.
CAUTION: As the SRS system is a safety system, it is extremely important that these
instructions are carefully followed when carrying out repairs in the cable
harness.
CAUTION: Ensure that the new pin has the same type of surface treatment as the old.
Only special tools and materials from the SRS system repair kit for the selected car must be used. Choose a
repair location where there is plenty of room to guarantee that work is of the highest quality.
The cables should always be connected color to color. In the cases where the repair terminals have a completely
orange cable then this is always fitted to terminal No. 1. In the cases where the repair terminals have a blue and
a brown cable, then blue is No. 1 and brown is No. 2.
WARNING: Do not carry out any work on the SRS cable until the connector has been
disconnected from the relevant airbag or seat belt tensioner. There is
otherwise a risk of static electricity deploying the component.
BEFORE WORK IN THE CABLE HARNESS
Always disconnect the battery. See BATTERY DISCONNECTING AND CONNECTING
Disconnect the relevant ignition cable. See IGNITER WIRE CONNECTOR
CUT AND STRIP THE CABLES

Fig. 1: Cables Cut With Approximately 40 MM Between Splices

Release the cable from the cable harness so that you have plenty of room in which to work.
NOTE: The maximum permitted twinned length after splicing is 100mm. This is to
prevent interference problems.
Cut the cables so that there is approximately 40 mm between the splices (center to center) (A).
Fig. 2: Identifying Cable Strip Length

Strip the insulation on the 4 cable ends by 5.0 mm. Use pliers see 9512620 .
Twin the cable cores on the stripped ends of the cables.
CAUTION: Ensure that all the cores are twinned.
CRIMPING THE SLEEVE

Fig. 3: Crimping Examples

Install a crimp sleeve from the repair kit in the press tool: see 9512785
Squeeze the crimping tool a little to secure the crimping sleeve in the tool.
Insert the cable as far into the crimp sleeve as it will go.
Ensure that the cable insulation does not get into the crimping area or that stripped cable does not extend
outside the sleeve.
Press the pliers' handles as far as they will go to ensure a proper joint. The pliers release automatically.
Check by hand that the crimping sleeve is secure.
Prepare the remaining cable ends in the same way.

Fig. 4: Crimping Cable Terminal

RESTRAINTS Pow

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ENGINE Engine Control - Removal, Replacement And Installation

Engine Control - Removal, Replacement And Installation

Fig. 1: Identifying Accelerator Pedal

ACCESSORIES AND BODY, CAB

Other Electrical Equipment - Symptom Verification

ALARM, CHECKING FUNCTION

The alarm should trip when:

 Door, bonnet or boot lid are opened.

Check the different alarm system functions as follows:

Testing the movement sensor

 Sit in the vehicle.

 Deactivate the movement sensor, then activate the alarm.

Testing the function of the indicator LED

Interpret LED indication flashing as follows:

 Unlit LED, indicates that the alarm is deactivated

Testing the panic function

Testing the doors

 Open all windows.

Testing the hood

 Sit in the vehicle.

Test of automatic activation (market dependent)

 Activate the alarm.

NOTE: If a vehicle gives a false alarm this can be due to:

 Alarm system failure.

ALCOLOCK (ALCOHOL ANALYZING START INHIBITOR), CHECKING

Access to the vehicle is necessary for the following checks.

Check that the vehicle can be started.

Fig. 1: Identifying Alcolock (Alcohol Analyzing Start Inhibitor)

Courtesy of VOLVO CARS CORPORATION

PARKING ASSISTANCE FRONT/REAR, CHECKING FUNCTION

Rear parking assistance

 Parking assistance in reverse activates when reverse is engaged.

Front parking assistance

 Parking assistance forwards is active at speeds below 15 km/h.

Access to the vehicle is necessary for the following checks.

 Ignition on or start the engine.

The sound is emitted from the right-hand rear loudspeakers.

REAR WINDOW WIPER/UNUSUAL NOISE, SYMPTOM VERIFICATION

WINDSHIELD WIPER/UNUSUAL NOISE, SYMPTOM VERIFICATION

ACCESSORIES AND BODY, CAB

Other Electrical Equipment - Design and Function

see DIAGNOSTIC FUNCTIONS

see SYSTEM OVERVIEW

ALCOHOL ANALYZING START INHIBITOR

see DIAGNOSTIC FUNCTIONS

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

see DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

see SYSTEM OVERVIEW

DIAGNOSTIC VERSIONS AND COMMUNICATION METHODS

see DIAGNOSTIC VERSIONS AND COMMUNICATION METHODS

DIAGNOSTICS AND SERVICES

see DIAGNOSTICS AND SERVICES

PRACTICAL USE OF DIAGNOSTICS

see PRACTICAL USE OF DIAGNOSTICS

TOOLS FOR DIAGNOSTICS

see TOOLS FOR DIAGNOSTICS

WHERE DO I FIND THE INFORMATION IN VIDA (VOLVO SCAN TOOL)

see WHERE DO I FIND THE INFORMATION IN VIDA