Chevy guy with a Volvo!

[e66ss]

Can I buy this fluid at my local napa, or is this a dealer only item? I assume I should change the filter after the initial flush. Ill search the forum for that thread on the flush.

Thanks!

[precopster]

If you already found the dipstick and it's at the end of a long upright tube then it's a 4 speed which takes good 'ole Dex III fluid.

I'm pretty sure all the XCs until 2001 had the 4 speed.

[e66ss]

It is definitely not in a long tube. I had to snake my arm way down in just to feel the dipstick.

[jblackburn]

A 2000 XC should be the 4-speed.

For further confirmation, the gearshift will have "D-3-L" rather than "D-4-3-L".

[precopster]

Hmm the snaking down has me worried...was it just under the lower radiator hose and a short round stump?

[mercuric]

I'd start by checking all the wiring and sensors. That includes the solenoids, gear selector switch (aka "PNP switch"), transmission speed (RPM) sensor, and vehicle speed sensor.

If you are lucky, it's just an electrical fault.

Per VIDA:
P1618: Diagnostic trouble code (DTC) in the transmission control module (TCM)
...I think that code is just telling you that there is a code in a module besides the main ECU.
It sounds like your scan tool picked up those codes:

P0740 Lockup slipping (DTC TCM-002F) The transmission control module (TCM) calculates the ratio between the torque converter input speed (engine speed RPM) and the transmission speed after the torque converter. Diagnostic trouble code (DTC) TCM-002F is stored if the control module registers a deviation of more than 100 rpm between these two values for approximately 12 seconds despite lock-up being activated.
Possible source
Contact resistance in terminals.
Mechanical fault in the transmission.

Fault symptom
General orange warning lamp lit.
Malfunction indicator lamp (MIL) lit.
No lock-up function.
Harsh gear shifting.



P0733 Gear ratio fault 3 (DTC TCM-002A) The transmission control module (TCM) calculates the ratio between the transmission input speed and the vehicle speed. There is a specific ratio for each gear. Diagnostic trouble codes (DTC) TCM-0028, TCM-0029, TCM-002A or TCM-002B are stored (depending on the gear selected) if the control module, when oil temperature is above +20°C (68°F) and throttle opening exceeds 3%, registers that the ratio deviates by more than 10%. The control module "Limp Home" program initiated.



Possible source
Contact resistance in the Solenoid S1 and S2 circuits.
Interference with or faulty transmission speed sensor signal.
Interference with or faulty speed signal from transmission speed sensor.
Short-circuit to ground in speed (RPM) sensor signal cable (-).
Gear-shift position sensor incorrectly adjusted.
Transmission oil level too low.
Mechanical fault in the transmission. Worn components in the transmission causing slippage or too low line pressure.
Defective power ground.

Fault symptom
General orange warning lamp lit.
Malfunction indicator lamp (MIL) lit.
No lock-up function.
Harsh gear shifting.
No shifting.
Hint:
Harsh shifting - may be due to no line pressure solenoid STH control. This results in constant maximum line pressure.
No shifting - because the transmission control module (TCM) prevents activation of the solenoids. This stops gear-shifting. The transmission only operates in 3rd gear in positions 1 and 2, 4th gear in positions D and 3, and reverse gear in position R. Shifting can only be carried out manually between 3rd, 4th and reverse gears.

[EverRespect]

Take it to a salvage lot and get $500 for it. Then buy your son something that runs. Sounds like more trouble than it is worth.

[mercuric]

Also.. Do the car's reverse lights illuminate when you put the car in "R" ?

If not, check the bulbs first, just in case, and if they are good, I'd be mighty suspect of your PNP switch.

See: https://www.matthewsvolvosite.com/forums ... =1&t=29930
for a great writeup on how to access, remove, recondition and replace the PNP switch.

Remember this car has an electronically-controlled transmission. It might have a physical gear selector that feels like hardware from the good 'ole days of fully hydraulic autoboxes, but really all it's doing is telling the TCM, via the PNP switch, to do certain things.

Same goes for shifting, etc... There's no governor to modulate hydraulic pressures in the valve body, but rather engine and transmission speed sensors to tell the ECU when to toss a solenoid to initiate a shift. Nor any hydraulic paths that control lockup, that's also just a solenoid. Same with line pressure, modulated via a solenoid, of which the computer makes decisions based on various inputs as to what the line pressure should be.

Makes for less complex internals, but a slew of external dependencies.

I found the following PDF document to be pretty informative about the AW50-42, assuming you do have the 4-speed: http://www.volvoclub.org.uk/tech/servic ... gnosis.pdf

It's for an 850, and the newer V70s (99+) have more new-fangled electronic non-sense, and there was no AWD 850, but much is very similar