P0016 DTC since engine swap.

[rmcooper]

Hi

I have recently replaced the B5244T3 in my 2001 V70XC with a B5234T3 (possibly from a C70?). It required a few mods here and there but it's in and running and other than this P0016 issue seems to be fine.

I did the work myself and although I haven't been a paid mechanic for over thirty years I think I did OK. Nothing has fallen off or exploded yet, anyway.

I get the code about 50% of the time on startup, and if I cancel it it rarely comes back before the next time I start the car. Startup in general is pretty good, max 3 seconds cranking.

Idle is a little low (700rpm av.) and quickly drops into a wuh-wuh-wuh sort of pulsing, too regular to describe it as lumpy, really, but not the calm idle I used to have on the old engine.

I'm still using the 16T turbo and there's definitely a bit more lag, but it might be a drop-off in performance because timing is out.

I have completely reset the timing (using tool, inlet cam slot up, exhaust cam slot down), but did not remove VVT hub, just rotated it hard clockwise and loaded the belt. VVT hub isn't spring-loaded so I didn't have to fight it, and I'm pretty sure I got it right.

I have swapped out the cam tone ring with the one from the old engine.

CKP and CMP appear to be functioning normally.

I have cleaned and checked the function of VVT solenoid.

New oil etc.

Exhaust looks a wee bit dark so engine might be running a bit rich although fuel consumption seems normal.

So, my question is, since P0016 says the cam and crank are out of sync, is this just a timing issue or is there something I don't know about this B5234T engine??? ECU is the same (Motronic 4.4). Should I have removed VVT hub when setting timing (can't see why so I didn't, but maybe that was a mistake)?

When I look at timing advance on my ELM setup, it's all over the place on idle, (-4˚ to 30˚), does this indicate that timing is out by one tooth, say, and the advance is trying to rectify that? Even though I thought the advance would only operate at increasing revs, not at idle???

Any help or advice would be greatly appreciated, thank you all.

[darylrobert]

awesome i was thinking about doing this, but thought that the ECU needed to be re-mapped?

[SuperHerman]

Pretty sure you got it right. Pull the upper cover and check. It is either in time or not.

Report back

[RickHaleParker]

ECM-643A ( P0016 ) Camshaft position, exhaust. Signal too low or too high.

Diagnostic trouble code (DTC) information

Condition
The control module checks that the camshaft is in the correct position in relation to the position of the crankshaft. If the position of the camshaft is incorrect, the control module will adjust the adaptation for the camshaft. Diagnostic trouble code (DTC) ECM-643A or ECM-644A is stored if the adaptation becomes too great.

Substitute value
None.

Possible source
Signal too high

• Poor oil quality
  Incorrectly adjusted camshafts
  The timing gear belt has jumped off the cogs
  Defective reset valve
  Mechanical fault in the variable valve timing (VVT) unit.

Signal too low

• Poor oil quality
  Incorrectly adjusted camshafts
  The timing gear belt has jumped off the cogs.

Fault symptoms
Malfunction indicator lamp (MIL) lit.

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Installing the variable valve timing unit on the camshaft

Volvo camshaft lock installed. Locks will align camshafts.
Crankshaft aligned. If you watch what you do the crankshaft lock does not need to be installed.

Note! Some engines have double VVT units/belt pulleys. If this is the case, the method is to be performed on both.
Note! Oil the center screw before installation.

1. Press the variable valve timing unit/timing gear pulley onto the camshaft. Install the center screw that holds the variable valve timing unit to the camshaft. Do not tighten yet.

2. Slacken off, but do not remove the three screws which secure the timing gear pulley to the variable valve timing unit.

3. Position the upper timing cover.

4. Turn the timing gear pulley clockwise so that the screws at the oval holes are in the limit position. Continue turning clockwise until the timing gear pulley's marking is 1 tooth before the marking on the upper timing cover.

5. Check that the timing gear pulley is still in the limit position in the oval holes.
6.Tighten the center screw in the VVT unit to 120 Nm.

7. Check that the variable valve timing unit does not rotate when tightening. ( VVT not gear )

8. Turn the timing gear pulley to the marking.
9. Check that the markings on the timing gear pulley/intake camshaft and upper timing cover correspond.

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Installing the timing belt

Install the belt in the following order:
1. The belt pulley on the crankshaft
2. The idler pulley
3. Cam wheel, intake camshaft
3. Water pump
4. Belt tensioner.
5. Turn the variable valve timing unit clockwise to the stop.

• Note! Hold the VVT unit fixed in the limit position clockwise when the belt if fitted.
  Check that the markings on the belt pulley and the upper timing cover align.
  Install the timing belt

6. Fit the timing belt over the exhaust camshaft's cam wheel.
7. Tighten the timing belt
8. Adjust the belt tensioner

• Note! This adjustment is done on a cold engine. A suitable temperature is approximately 20° C/68° F.
  
  At higher temperatures (with the engine at operating temperature or a high outside temperatures for example) the indicator is further to the right. The illustration shows the position of the indicator when aligning the timing belt tensioner at different engine temperatures.
  
  Tension the timing belt as follows:
  
  Fix the belt tensioner center screw in position and turn the belt tensioner eccentric counterclockwise until the tensioner indicator passes the marked position.
  
  Then turn the eccentric back so that the indicator reaches the marked position in relation to actual temperature.
  At the same time, ensure that the center screw remains fixed. At 20° C/68° F, the indicator should be centered in the window.
  If the indicator is not in the right position, the adjustment must be repeated.
  
  
  Note! The variable valve timing unit must not be released from the limit position until after the timing gear pulleys have been tightened.

9. Tighten the screws on the timing gear pulley for the exhaust camshaft to 10 Nm .
10. Tighten the screws on the timing gear pulley for the intake camshaft to 20 Nm.
11. Remove: the camshaft and the crankshaft locks .
12. Install the VVT cover plug with a new sealing washer. Tighten to 40 Nm.
13. Check the markings and belt tension
14. Press the belt to check that the indicator on the tensioner moves easily.
15. Tap timing belt with a rubber mallet to seat.
16. Hand rotate engine 720° clockwise as viewed looking at the crankshaft pulley. ( 30mm socket and ratchet on crankshaft nut )
17. Recheck the markings and belt tension
18. Check that the indicator on the belt tensioner is within the correct area.
19. Install the upper timing belt cover


Note: Volvo camshaft lock on the rear to hold the camshafts in place. Then use a universal camshaft lock on the front to lock the camshaft gears in place after you do the VVT preloading ( Step 8-9 VVT install )

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VVT solenoid, cleaning
Note! Some variation in the illustrations may occur, but the essential information is always correct.

Reset_.gif (33.45 KiB) Viewed 1017 times

Remove the VVT solenoid. Replacing the variable valve timing solenoid
Blow compressed air into the oil feed hole (2). Air should come out through the B port (1)
If the duct seems to be blocked, go to the cleaning

Connect current to the solenoid.
The solenoid should click. It may be easier to hear the click with the solenoid in your hand.
Blow compressed air into the oil feed hole (2). Air should come out through the A port (3). If the piston jams or the solenoid does not work, the direction of flow will not change. If the duct seems to be blocked, go to the cleaning step.

Cleaning

Use: cleaner, 1161826 (1161828 US) a good cleaning solvent.
Allow to act for 5 minutes.
Blow compressed air into all holes from both directions and look for contamination. Carry this out with current on and off to ensure that no dirt remains in the ducts.
Rinse with cleaning agent.
.
Blow again.
Lubricate the solenoid with engine oil to prevent it jamming.
After cleaning, check the function by repeating steps 1 and 2 again. If the solenoid still does not work after cleaning twice, replace the solenoid.

Test driving and checking
Erase Diagnostic Trouble Codes (DTCs).
Test drive the car.
Check that no new DTCs have been stored.

[Herkko]

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