2004 XC 70 Timing issues

crankycar · Post by **crankycar** » 15 Sep 2016, 22:11

I have a B5254T 5 cyl eng, ex and Intake cams have VVT, I got a code P0016 and have attempted to time the belt, the marks did not line up when I started,(this car is new to me, looks like the belt was just done, bought the car cheap, with light on) have done about everything except remove head, put it all together (6 times) and can rotate the eng about 1 1/2 times and something hits, does this every time, remove cam tower as I can't reverse rotation to get back to original setting, assuming it is the VVTs changing the position (causing valve interference), so I remove cam tower, lock cams IN up and EX down, rotate both VVTs clockwise with crank at mark, the only thing I don't do is remove starter and put in locking tool, yet I set the front mark on TDC, what am I missing, I have pulled wrenches for a living on diesel all my 40 years of working, but this Volvo is kicking my butt, open to any suggestions, right now I know nothing, HELP, only thing I might be thinking is carbon on piston and valves hit, when it stops no sound, I am hand turning with a 30mm and ratchet, pulled the plugs to turn and work on it, ragged the holes. is it possible for the crank timing belt sprocket to have turned, is it keyed? as you can tell I am at wits end, Thanks for chiming in on this, I will take ALL the help I can get..

Post by **jonesg** » 16 Sep 2016, 03:39

You got it, the cam shafts are not keyed to the sprockets, they're out of position relative to the crankshaft.

Post by **jonesg** » 16 Sep 2016, 08:04

Just got home from work.
Mine got out of sync after doing the cam oil seals. After assembly I rotated the crank but forgot the cam locking tool was still installed on the tail end of the shafts effectively locking the cams. As I turned the crank it moved slightly (cam sprocket retaining bolts were still loose enough to adjust).
Sounds like a similar situation for you.

Post by **chrism** » 16 Sep 2016, 08:48

One thing that might be adding to your confusion is that the indexing mark on the crack sprocket does NOT correspond to TDC, but rather indicates a "safe" position that places all five pistons somewhat below the top of their strokes. Once the crank is in this position you should be able to rotate each cam all you want without any valve/piston contact.

If the cam sprockets are never loosened from from the cams, then a belt change is very simple - line up all three index marks and ignore all the BS about the alignment tool, turning the VVT hubs this way and that way, etc., etc. But it sounds like your cam sprockets HAVE been loosened so you have no choice at this point but to go through the alignment procedure which includes setting the VVT hubs a certain way. It sounds like you've got a handle on the alignment tool - intake slot ABOVE center / exhaust slot BELOW center. I've never had to do that (yet) but there is plenty written about the procedure on this site. Try this link:

Cvvt hub change on p2 volvos

Have you positively identified all three index marks - one on each cam sprocket and one on the crank sprocket? You'll need to be sure of those.

Good luck.

crankycar · Post by **crankycar** » 19 Sep 2016, 09:56

I took the weekend away from crankycar, this morning will try again, I have had all the cam sprockets off, and have gone thru it over and over again, this AM I will do it all over again and not use sealer as to aid if it does not rotate (eases removal, and be checking and double checking the alignment marks, the question re "crankshaft sprocket being keyed has not been confirmed etc. so I pose that question again, will also try and see if the cams turn with the "crankshaft mark set, and just to make sure the "crankshaft mark is sort of a upside down U with the mark used to tune on the left leg so to speak, when viewed for timing, just seems but not sure, I think I tried to turn the Cams in the Aprox. TDC but they would not, will recheck this, and look in the cyls. with a bore scope, wish me the best and I will keep you posted John

Post by **chrism** » 19 Sep 2016, 10:25

I believe the crankshaft sprocket is keyed to the shaft via the "missing spline" method.

I can't decide if the crankshaft timing mark is vague, confusing, or both. Go to page 3 of the procedure linked here for a good photo:

https://www.matthewsvolvosite.com/forums ... p?id=31807

I don't know if it's even possible, but is there any chance you have the cam sprockets/hubs swapped to the wrong shafts?

"...not use sealer as to aid if it does not rotate (eases removal)..."

It would seem to me that you should be able to straighten this all out without serious disassembly.

crankycar · Post by **crankycar** » 19 Sep 2016, 12:04

Yes the none sealer is for ease, and now I got the million dollar question "does anyone know for sure that the camshafts WILL turn with the crankshaft on the TDC mark"?? as I put it together and both intake and exhaust do turn , the but is they do not turn a FULL turn before they hit, I am assuming the piston, I am off to town to see it I can get a small head bore scope, chime in and tell me what your thoughts are, I will lick this crankycar, I have timed old NTC Cummins even though someone put it together mismatching stuff, so this will get wooped too, but sure would like to know if the "cams do turn 360 degrees. Thanks

Post by **jonesg** » 19 Sep 2016, 18:09

Yes ,with crank at the timing mark you can spin the cams,I know because I was using AN ELEC RATCHET TO TIGHTEN THE CAM SENSOR AND IT SPUN THE CAM VERY QUICKLY ABOUT 5 REVOLUTIONS, 360DEGS.

THE CAMS ARE DEFINATELY not keyed, there is no slot for woodruff key on the camshaft.
Cam sprockt to cam shaft bolt has to be tight to spec, 89ftlb I recall. You need the camshaft locking tool to do this, or some sort of homemade fix.

At this point you need to position cams where you can rotate crank with no interference, then dial in the cams.

crankycar · Post by **crankycar** » 19 Sep 2016, 18:53

OK This is what I have done/tried, with "Crankshaft on mark" the cams do not turn 360 degrees.
I had Crankshaft mark in position, camshaft locked with slot "up" on "intake" "down" on "exhaust" and in level position, the small recess to orient the position sensor "not sure of teck name" on intake is above tool and on exhaust is below.
I held the VVT bolt cover with torx to clockwise position on both Intake and Exhaust while tightening the 3 bolts that hold the sprocket to the VVT hub, and the bolts are in range that allow movement with regard to bolt/sprocket travel.
I managed to turn the 30mm crank bolt socket roughly 1 1/2 turns on crankshaft and 3/4 turn on camshaft and disappointedly again it comes up solidi have yet to look in cyls. to see what has hit as no bore scope to be had In this small town, but will get one.
putting a gauge down the spark plug hole I feel the issue is with #5 cyl as it is near the top, also that is the cyl (#5) that when bolting the cam tower/cover down it has intake and exhaust valves being opened with crank on mark and cams locked to the position mentioned above.
Is this description of my observations mean anything to any one.
And what is anyones thoughts as to why I can not spin the cams with the crank on TDC or as marked?? one other thing I ask is "when I line up the crankshaft timing mark do I look straight down, as when I do it is off, so I am looking at a counterclockwise angle as the timing mark on oil pump is set somewhat to the counter clockwise side, sort of following what see on other posts, thanks john

crankycar · Post by **crankycar** » 19 Sep 2016, 20:12

and yes I have checked that I have not swapped the cams, not sure what I am missing..