Category: Honda Forum

Moin, with my moose it drips out of the water pump. Now the timing belt has to be changed. Would be the third or fourth for my car. I definitely had the last one done and now I have looked for parts again and seen completely different offers. What do I really need? The offers go from 80 to 200€. This belt tensioner which is included in some sets, the last time was not there. Should I change it this time?

Good day, I don’t know any more… Problem: Initial situation: when I give gas to my Volvo, the speed remains “hanging” – that is, when I step through the clutch, the speed does not drop. After a little research and reading out the error codes was conceivable: the air mass meter is faulty/the idle control valve is faulty. My procedure: I have replaced the following components that could have an influence on the idle speed: Idle control valve, throttle valve appensensor, sensor intake air temperature. I also found out that my model year doesn’t have a classic air mass meter, right? What could the problem be? Actually, it would have to be the cable that goes away from the sensor intake air temperature. How can I fix it? Thank you! TauerPauer

Hello, last week the Tüv was due. Well, bad luck – just failed at the AU. Unfortunately I was not there, the workshop master told me however, that the CO value was too high. He had also tried and the Volvo again warmed up on the road – but unfortunately did not succeed. The Volvo is a 850 T5 with automatic and LPG. Km-Stand: 380tkm. As layman I immediately remembered the Lambasonde and the Kat. Both are still the first ones. I tried the probe probably as first (if there were before I get a new cat for free, are there ways to test it with simple means? The exhaust gases smell/sink a bit strikingly – but it does squeak only as long as the outside temperature is low and the engine is cold. And what causes could a too high CO value still have? A month ago I first changed the exhaust/smoke damper. Because the previous owner had welded the connecting clamp, I had to What’s the problem with the flex? Can the lamda probe give the rest? I also suspected a leaky flex tube (woven tore), but the workshop meant a leak test would not have resulted in anything. I had recently checked the vacuum hoses, but also found nothing. Thanks and greeting, Martin PS. Normally I used the search function in detail, which in most cases also helps me. Unfortunately, it is not possible to search for “CO” and “AU”.

Hello Forum members, after having my elk for a few months and already doing a lot of work, I am now faced with the problem that my rear axle camps (the outside) are torn down. Now my question, what the fun will cost me, surely it has already caught one or the other here. Must confess I have not yet obtained an estimate. The other farge would be: is there here in the forum in the area ULM/ Stuttgart/ Ravensburg someone of the action villeicht s of course not for nothing and with my help, if necessary. Moose: 855, 2,5 20V, 170hp, EZ 03/95. Greetings from Swabia. Martin

Moin, my 850 doesn’t get a Tüv at the moment. Reason: All brake lines have been faulted – Execution inadmissible. Because: consist of CuNiFer, and these have been inadmissible since 1994. Only those of OJD/QuickBrake with ABE are allowed if registered. Their lines are marked. Volvo original lines are not marked. There is from the Volvo homologation department the document B0004 IM from which shows that all x70 and the S60/S80/V90/XC90 of the first generation ex works with lines are equipped with a copper alloy, which have NO markings, and also that original spare parts have no markings. Only: Unfortunately this helps absolutely zero if on the document of the 850 does not stand, even if the spare parts numbers are the same between the vehicles. If at least by the KÜS is not recognized, I just phoned with their head office, and now comes: They have in their database for NO vehicle of Volvo a corresponding certificate, the s is installed there ex factory CuNiFer, and the original spare parts are made of the same material. That means, if the examiner now criticizes the pipes and you would repair everything with original Volvo spare parts, then the examiner would be according to those in law continue to reject the repair as inadmissible. As a customer, you have to prove that this execution corresponds to the standard condition and is permissible, not the testing organization. Volvo (because this type of line has been used since the 200s) could be pulled out of circulation during a test at the KÜS without any prospect of “healing”, unless you buy replacement brake lines from OJD/Quickbrake and have them assembled. These come – just like the original Volvo spare parts – as cut-off ring products, therefore, also have to be bent first. Exactly what the “obviously manually bent” the examiner criticized at mine, and brought him to the conclusion that that can’t correspond to the original. So, look for your test organisation for old Volvos exactly, and if necessary don’t go to the KÜS, because they don’t have any information about the lines in their internal system. Since an examiner has been involved in a faulty HU certificate since 2018 because of a criminal offence (before that was only a simple offense), many are also rather narrow in terms of the interpretation of the regulations of their test organisation.