Author: 00c12f

Hello Together, on the basis of my experience with previous cars, I have given our brand new C70 T5 into the hands of an experienced car body to have the factory corrosion protection improved. Even if the c70 is only a third-party vehicle, I would like to hold it for a long time, as we like it. The car body company has a lot of experience in dealing with the various corrosion protection materias and their egg areas, since it mainly deals with the reconstruction and restoration of Ol dtimer employed. The preparations and arrangements were already at a very high level, you can feel immediately, the company knows what you are talking about. The car has not been pushed up to the intended jacks but better places were chosen. Adapters for these are made, so that later every Volvo workshop can lift there without the vehicle being able to take damage. Then followed the first inspection, which resulted in a disillusionment. A In many places, the seam sealing, stone impact protection and wax are missing completely. After removing the underbody and wheel house plastic covers, the Kunsstoffschwenderkleidungen as well, I received another phone call that all seam seals and welding joints must be repaired, Steinschlagschutz ect. applied.. After inspection of the tr It was also clear that only 50% of Volvo’s work was done here. So this is followed by a cavity conservation with Mike-Sander’s grease. All in all, this warning takes about 10 days and costs approx. 1200€. I find well invested money. I get a perfectly sealed vehicle with certificate. Every little repair after that due to corrosion costs a similar amount. I found the statement quite impressive when I did not get a certificate. answer: not only Volvo, but almost every manufacturer now works according to principle, only the first owner should be satisfied, because he buys again from this manufacturer….any other owner doesn’t matter. And that’s consistent. Too bad if you think about what today cars cost. So, who wants to keep his C70 long….improve….is cheaper than later repair. Greetings , Ralf

In May 2014, I bought a Volvo V 50 1.8F Trifuel with 40,000 km on the speedometer for my daughter at my local Volvo dealer. Our family has more than 300,000 km of experience with LPG-driven cars. Captivated evaporators, jamming valves on the gas tank and faulty valve play are part of our experience. During the test drive, the car runs completely inconspicuously in gas operation. A year later during the inspection, there are no abnormalities. Then the problems begin: the idle speed breaks more frequently in the clutch, occasionally the engine even goes off. The daughter is just visiting me, I send her to the nearby Volvo workshop to the master of my trust. During the test drive the vehicle behaves completely inconspicuously, the fault memory is empty. The advice “Drive the car male” does not get well at all. My daughter gets used to the jerking of the vehicle and resembles with her In the middle of December, the car will no longer start, even though the starter is willing to spin. So tow into the local Volvo workshop. The throttle flap will be cleaned, the spark plugs will be replaced and a new Lambda probe will be installed. This costs 692.57€. For a few days the car will run unproblematic. Then the problems are there again, the engine goes out of the clutch, the empty The car does not start any more with the ADAC people and the tow company. The engine goes out of the clutch, the idle speed is unstable and the car doesn’t start at 100 km away. With the ADAC people and the tow company, the car does not start any more with the ADAC people and the tow company. In the workshop, a new throttle flap is now installed, but this does not solve the problem either. According to Volvo Germany, the gas system is shut down. Now the vehicle is running perfectly. The ignition key is handed over against the payment of 332,09 €. So a car is handed over, which is not TÜV capable in this condition. To the question how it should go on, comes only a shoulder shrug. Volvo has at that time Tele In fact, these systems are considered to be unproblematic (even if sometimes an evaporator membrane breaks down). Teleflex is now broke, support for these systems is no longer available at Volvo. The knowledge about these gas systems has become almost completely lost at Volvo. I research on the Internet: the above mentioned problem occurs quite often with the Volvos with original retrofitting. In various forums I find e In my research, however, I do not find a solution. I am constantly concerned about this gas system and finally have an idea: if the gas filter is blocked, then the control unit of the gas system regulates the injection times upwards to compensate for the Lambda value. The “too fat” mixture is handed over to the petrol control unit and ensures that the vehicle in the cold cold weather conditions. Of course, this error in gas operation should be caused by a jerking or shutting down of the gas system at full load – but it should be borne in mind that the word full load does not occur in my daughter’s technical vocabulary. I confront the master of my trust with this idea. He says “sounds quite plausible, but little credible – that’s the first thing you think about. I drive to the daughter who lives 500km away, she temporarily gets my Tw I’ll get this Volvo crutch. Spare parts for the teleflex systems are available from various internet providers. The delivery is a bit waiting for you. Then it’s time: I expand the filter in the gas phase and find out that it is completely clogged. The spare part is installed (yes, I know you shouldn’t screw around on the gas systems yourself). The next day I drive to the workshop of my trust, together with the masters the gas system will be operational again. On the way to the petrol station, the engine exits at the clutch. Everything as usual? After consultation with my workshop, I make a test drive of 60 minutes duration. The idea is that the gas system should adapt to the new situation. And in fact, from stop to stop, the idle speed becomes more stable. The next morning the vehicle starts without complaint and switches to gas operation practically immediately. Now TÜV, exhaust gas inspection and gas system testing are a purely technical matter. For more than 1000 km the 1.8F has been running completely without complaint again. It is fully gas-resistant in gas operation, starts willingly, the idle speed is stable and it immediately switches to petrol operation with an empty gas tank. So now everything is as it should be. Conclusion: Volvo offers no more service for its Trifuel vehicles. Who has a car with the above mentioned problems, should think first of all about the gas filter and replace it. I am very disappointed by the initially involved We I could not imagine such an incompetence. I wrote to the participants and also to Volvo Germany and am very curious about their statement.