745t 1991

[Ex]

Salut Thierry,

Je commences à yeuté les 740, mais j'aurais tellement aimé une manuelle ! Sais-tu l'idée de la performance de ta 745 ? Sur le quart de mile ?

[Thierry V70R]

Salut Thierry,

Je commences à yeuté les 740, mais j'aurais tellement aimé une manuelle ! Sais-tu l'idée de la performance de ta 745 ? Sur le quart de mile ?

Pour ce qui est du moteur, il y a des gars qui vont chercher pas loin de 500 hp sur ce merveilleux moteur B230FT.
Pour la transmission automatique, elle peux en prendre jusqu'a 250-300 hp.
La modif pour y mettre la 5 vitesse est assez simple, mais encore une fois, elle à des limites (pas beaucoup plus que l'automatique).
Les gars vraiment sérieux swap une transmission Getrag (BMW) pour être sur.
Je n'ai pas de temps sous la main pour le 1/4 mile, mais check sur Turbobricks, c'est sur que l'info y est (pour le swap de transmission aussi).

A+

[Thierry V70R]

Félicitation à JS qui est le nouveau proprio de ma chère 745T

Je vais certainement me salir les mains avec lui pour les modifs!

[wezo00]

Yé! La 745 habite maintenant sur la rive-sud!

[Marc]

Félicitation à JS qui est le nouveau proprio de ma chère 745T

Je vais certainement me salir les mains avec lui pour les modifs!

Clean comme ça, c'est sûr qu'elle ne restait pas longtemps à vendre.

[jshoude]

Fianllement je vais essayer de la vendre, 3500$ ferme, elle a un trouble intermitent et je n'ai pas le temps de jouer avec ca...

[ViZion]

Oups! Ça déboule vite!

[d-bock]

Fianllement je vais essayer de la vendre, 3500$ ferme, elle a un trouble intermitent et je n'ai pas le temps de jouer avec ca...

Mais t'encore??? De quel trouble s'agit-il???

[jshoude]

Si je le savais je la garderais
Je veux la garder car je suis sur que c'est une chose mineure, mais c'est juste un mauvais timing dans ma vie!!!

[Arcterix]

Le trouble intermitent, tu veut dire que parfois elle démarre et d'autre fois non ?

[jshoude]

Diagnostique; j'ai du feux, la pompe a gaz fonctionne, ces vraimentt un probleme d'injection, j,ai nettoyer la fly wheel sensor, essayer un autre module d'ignition, nettoyer le IAC...

Elle ne demmare pas du tout mais cette apres midi elle a démarer mais a arreter a un coin de rue et est repartit pas longtemps apres, la elle est stationner a l'ecole de mon gars depuis 16H

[Arcterix]

C'est dommage ,car je serais p-t interesser , mais elle ne demarre pas , c'est étrange , p-t les injecteur aurais besoin d'un bon nettoyage ? ou p-t meme les changé .

[jshoude]

Ce qui est arrivé est que je vendais ma V70R 2004 a cause que ma situatiuon familiale a changer, Thierry étais interesé par ma R mais devais vendre ca 745 avant, mois je voulais une 850 T5 manuel, mais nous ne réussions pas a vendre nos voitures, nous avons donc fais un échange car j'avais besoin de vendre la mienne et ne pas me retrouver sans voiture, j'optais pour une 850 car je connais bien ces modeles, dans la serie 740 je suis dans le néant totale, la 745 ces une superbe voiture, tout a étét changé dessus mais je n'avais pas besoin d'une wagon, mais ca faisais notre affaire a nous deux mais j,ai d'autre chose a m'occuper présentement, si nous ( car la gang du forum m'aide beaucoup ) a trouver le dit probleme je vais la garder mais il fautr que ca se regle tres bientot!!!

[MissB]

As-tu lu ce post où plusieurs personnes discutent de problèmes similaires avec leur 700 ?

http://www.matthewsvolvosite.com/for...pic.php?t=2959

[shrike]

Si c'est l'injection as tu verifie le fuel pressure regulator ou le radio suppresion relay ou encore le FI relay (celui-la c'est moins probable puisque tu dis entendre la pompe). En passant tu as deux pompes d'essence..peut etre une est defectueuse?


pris dans FAQ du brickboard.com:
"Diagnosis: LH 2.4 Systems. No-hot-restart problems are almost always due to failures in: fuel injection relay, radio suppression relay, or rpm sensor."

As tu regarde si le injecteurs "pissent" de l'essence, 'scusez le terme...



les pararagraphes suivants sont pris du brickboard.com Faut aller dans la section FAQ.

Operation of Fuel Pressure Regulator.

To provide the exact amount of fuel the engine needs under all conditions, the pressure inside the fuel lines that supply the injectors changes. When the driver steps on the gas and opens the throttle, intake vacuum drops. To deliver the same amount of fuel, pressure has to go up along with injector on time. Likewise, when the driver lets up on the gas and the vehicle decelerates, less fuel is needed to keep the engine running. Fuel pressure can drop along with injector on time. The device that makes all of this happen magically is not the fuel pump (which runs constantly and provides steady pressure to the engine), but the fuel pressure regulator. On most engines, a fuel pressure regulator is mounted on the fuel rail that supplies the injectors. Inside is a diaphragm valve connected by a rubber hose to intake vacuum. When vacuum goes up, the valve opens and allows excess pressure to vent through a return line back to the fuel tank.

Effects of FPR Failure. [Tips from Mike W.] When the fuel pressure regulator fails, it either provides full pump pressure to the injectors, resulting in an overly rich condition (I've had two cars do this), or inadequate full pressure, in which case the car will barely run and have no power. This hasn't happened to me personally, but it apparently can. My experience with FPRs pressuring up and giving the engine too much fuel has been that spark plugs will be wet and/or carbon fouled, exhaust will be black and sooty, check engine light will come on, and the OBD will throw codes 113 (fault in fuel injectors) and/or 232 (fuel system compensating for rich or lean mixture at idle). Sometimes, the main fuel pump will even start squealing and get hot to the touch when running. A fairly easy test to see if the FPR is pressuring up too much requires disconnecting the fuel return line (back to the fuel tank) from the rear of the fuel rail. On my 940, this is a simple hose clamp. Be prepared for some fuel to spill. Now get several feet of rubber fuel line hose, slip it over the open end of the fuel rail, and aim it into a gasoline-safe container. Have an assistant start the car, and observe the fuel flow from the hose. You should get a strong stream of fuel, something on the order of 1/2 to 1 gallon per minute. If you get just a trickle or no fuel at all, the FPR is bad. [Tip from Mark Lundell] When you replace the FPR because of a rich burning problem, also replace the little vacuum tube and clean out the intake manifold nipple.


une autre voie:

Radio Suppression Relay. [What is the Radio Suppression Relay and where is it?] The radio suppression relay (as it's called) is in actually a fuel injector relay. The pre 1986 injectors were supplied constant + power to one terminal and supplied a timed ground to the other terminal via the ECM. The constant + power used to come from the fuel pump/injection system relay. In 1986 Volvo decided to isolate the fuel injector circuit because of some radio interference created by the pulsing circuit around the relay tray inside the passenger compartment and near the radio. The solution was to energize a relay - the radio suppression relay - with the pump/system relay feed instead of using the passenger compartment-mounted fuel injection relay to power the injectors directly. The radio suppression relay then supplies the + power to the injectors. The timed ground still comes from the ECM. The reason Alex can't find his radio suppression relay is because it's located on the other side of the engine compartment behind the power steering reservoir, (relay closest to the engine of the two relays mounted there Alex). For the most part the non-turbo engines had the radio suppression relay mounted on the right side (pass) of the engine compartment on or near the coolant reservoir or near the ABS unit. The turbo engines had the radio suppression relay mounted on the left side (drivers) of the engine compartment on or near the shock tower or the inner fender. Not set in stone just as a general rule. The radio suppression relay was used from model years 1987 until 1995 on almost all LH injected 4 cyl and V6 engines and many Regina cars. There may be a couple of exceptions. The 5cyl and straight 6cyl engines do not use one. When it's bad or missing, the radio will work fine, but the engine will not run. Remember even though it's called a radio suppression relay it's function is to supply + power to the fuel injectors.

Problem diagnosis:When this relay fails, it can cause:

Hot start problems (car won't restart until it cools down)
Failure of fuel injector system (no injector pulses)
Backfiring or balky acceleration (insufficient or inconsistent injector pulses)
Test 1. If you suspect that your radio suppression relay is faulty try switching the leads with the electric cooling fan relay if your car is so equipped. These relays are often identical up to the 940 series and in many car lines are located right next to the radio suppression FI relay. If your fan stops and your engine starts, then you've isolated the problem. In 940 cars, the cooling fan relay is different and is located behind the left front headlamp and will not substitute for the RSR. See also Hot Start Problems. The usual relay failure is caused by solder cracking which can be repaired. Note that in cooler climates, the electric fan may be so infrequently used that the coolant fan relay is corroded and broken.

Test 2. A further diagnostic test is to jumper the two larger wires leading into the radio suppression relay connector. If the fan starts, you've jumpered the wrong connector. If the engine then is able to start, your relay is defective. If not, your problem is elsewhere. Don't leave the jumper in place or your battery will discharge: this is for testing only.

Diagnostic Help and Limp-Home Device. [Bill Bithell] Take an old RSR relay, open it up, and solder a heavy jumper between pins 3 & 4 to make an emergency jumper to plug in the RSR socket. Good for testing and limping home. Paint it orange to distinguish it from your normal relays. Don't use this as a permanent relay.