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1999 2000 MY - The "Bastards" Draft Info Thread

Help, Advice and DIY Tutorials on Volvo's extremely popular car line -- Volvo's 1990s "bread and butter" cars -- powered by the ubiquitous and durable Volvo inline 5-cylinder engine.

1992 - 1997 850, including 850 R, 850 T-5R, 850 T-5, 850 GLT
1997 - 2000 S70, S70 AWD
1997 - 2000 V70, V70 AWD
1997 - 2000 V70-XC
1997 - 2004 C70

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abscate  
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1999 2000 MY - The "Bastards" Draft Info Thread

Post by abscate »

The last two years covered in this Forum are the transition years between the P80 and P2 platforms. For those proud owners, this thread is a start at documenting where you can be led astray from P80 info and where you might find stuff

Electronic Throttle in 1999 - couple of acronyms often used interchangeably here. Magneti Marelli Used from 1999-2002 .

ETS is Electronic Throttle System - also the name of the light that goes on if there is a problem. You lose this on P2 cars, you just get the Service Engine Soon light (SES). On the bastards you have BOTH a Check Engine light (CEL) and an ETS light. Usually an ETS light triggers a CEL (always?)
ETB - Electronic Throttle Body - technically the name for the module on rear of intake manifold (NA cars) or buried under the manifold (turbo cars)
ETM - Electronics Throttle Module - I think used as as synonym for ETB.

You CANNOT in general replace an ETB with one from a junkyard - the software has to marry up to other stuff in the car. Rough odds for a junkyard one working are 1:5

It is a drag when the ETS goes, costing you $500 (Xemodex, FCP, used/software) but this system replaces the following components

Distributor, coil, plug wires, cap rotor - not used on these systems. Single coil, cap rotor, wires is is replaced by 5 coil on plug systems
Cruise control motor, vacuum pump, linkages - all integrated into the ETS.

EVAP canister, rollover valve, others - these moved to the right side rear wheel area near the fuel filter, with only the purge valve staying up front near the radiator. Late 98 mod?

PCV system - this system is thermostatically warmed by coolant with a hose connection off the thermostat area and a return line banjo bolt on the rear of the engine. I suspect this system clogs much less than the P80 version, by anecdote here on MVS.
Update MARCH 2018 - only the turbo models get the thermostatted PCV, NA does not run coolant, PCV hose now NLA

Low Speed Canbus starts ?? but the windows are still analog controlled

Climate control temp sensor moves from roofline to the dashboard, right side of steering wheel. Maybe a V70 transition ?

AC low pressure sensor - no longer a series switch with the AC clutch 12 VDC supply. The switch status reports to the ECU, which then commands the AC clutch to open or closed per the ECC.

Power steering pump reservoir separated from pump giving more hoses to leak

New ECT has different resistance chart than older P80
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Post by bmdubya1198 »

Great idea! I think we needed this as a sticky.
I might add that the ECC temperature sensor is located in the dash in all 1998-2000 S/V70s. Only the 850 has it on the roof.
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Post by precopster »

Great compendium!!

Of course there are still coils on these cars; 5 of them and they are costly as OEM. Personally I would give the Delphi brand a go.

Actually the dash cluster holds the cruise upgrade. If you have a non cruise base model from 1999 you can find a cruise car cluster and cruise stalk and away you go.
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Post by Ozark Lee »

precopster wrote:Actually the dash cluster holds the cruise upgrade. If you have a non cruise base model from 1999 you can find a cruise car cluster and cruise stalk and away you go.
That is interesting. The VIN actually lived in the cluster on mine, at least that is how I interpreted it. When I garked the ECU (Do not try to use VOL-FCR, and lie to it, on a '99) I tried to swap the ECU, TCU, throttle module, remote receiver, and alarm module from the parts car to the "new car" to see if it would run. When I changed out the cluster during that process the VIN changed with the cluster.

I never could get it to run that way but I think that was a key problem. I had to use the "new" car key along with the old car electronics. I tried wrapping the new key in foil and I taped the old key to the antenna ring but it tired to read both of them and didn't quite know what to do with it other than not run.

One other notable difference with the '99 / '00 cars is the way the ECU and TCU are seated into the sockets. On the older models you can just pull the lever and the modules pop out but on the P80.5 cars it takes a special tool. I was able to walk them out without the tool using a tin paint edger but it is a real struggle. The tool runs around $80.00 which is painful since you don't use it often.

...Lee
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Previous:
1999 V70XC - Nautic Blue - Totaled while parked.
1999 V70XC - RIP - Wrecked Parts Car.
1998 S70 T5
1996 850 N/A
1989 740 GLT
1986 740 GLT
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Post by precopster »

Yeah Ozark I remember that saga with the 1998..... err I mean 1999 car that you introduced to Vol FCR :P

Doublebug would have been the man to solve that one. On Doublebug's instruction I recently tore into a Denso 1999 V/S70 ECM so I could locate the writable immobiliser onboard chip (256KB). I found it and was about to call on a TV repairman to desolder it so we could replace it with the original ECM's immobilser chip however the customer bought another car. It was surface mount and beyond my equipment's ability. The issue was that the car wasn't starting and customer had narrowed it down to the ECM as he had replaced almost everything else. He said the 5V line was down if I recall.

Recently Henry and I tried to upgrade a 2000 C70s ECM to newer firmware so we could run updated ETM firmware to match but it was a halfway model with a file size of 1024KB instead of 512KB and Henry's software couldn't cope with it. We've updated afew P2s and cloned some ECMs and CEMs with no issues but not on 99/00 P80s.

I still adore the non turbo 1999/2000 P80s reliability record. Cam sensor is up high on the intake side and can be swapped in 5 minutes flat. Almost everything is Denso except for coilpacks and most of the MAFs last well into 300K miles. Oxygen sensors on non turbo P80s also avoid Bosch and get Denso as OEM. The 2000 has CVVT on intake (yes mine failed at 345K kilometres)
Does it seem I'm bashing Bosch hardware.....there is a very good reason Volvo turbos are higher maintenance apart from the turbos themselves which are pretty bulletproof. Anyway enough ranting for one evening.....
Current cars:2002 XC70, 2006 Ssangyong Rodius (Stavic), 2006 XC90 2.5T, VW Transporter 2.5TDI

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Post by MadeInJapan »

I'm thinking Indelible Bastards! LOL

Great idea on starting this thread though- those cars created a lot of havoc and still do!!
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Post by JRL »

There was so much incorrect info in the 1st post....where to begin!
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Post by abscate »

JRL wrote:There was so much incorrect info in the 1st post....where to begin!
Just copy first post and add edits where needed.
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Post by 850 LPT »

abscate wrote:It is a drag when the ETS goes, costing you $500 (Xemodex, FCP, used/software) but this system replaces the following components

Distributor, coil, plug wires, cap rotor - not used on these systems. Single coil, cap rotor, wires is is replaced by 5 coil on plug systems
Cruise control motor, vacuum pump, linkages - all integrated into the ETS.
More of an addition than a correction, but what the ETS also replaced is the good old throttle cable. Which I just replaced in both the 97' 850 and the 98' XC at 10 percent of the cost of an ETS.
I guess I prefer a mechanical cable made in France over a poorly designed ETS from Italy :lol:
96' 850 sedan, base, auto, pewter/charcoal, 120k miles
99' S70, base, 5-speed manual, nautic blue/ tan, 220k miles
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Post by abscate »

Climate control changes

In late 1998 the damper and temp control modules were replaced by a single motor (9134729)doing both functions on the driver side. This was used 1999-2000 then replaced on P2

Edited to 1999-00
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