JPs/general electrical Topic is solved

[mrbrian200]

With the big fish (engine management) largely solved I'm moving on to the smaller items on the back burner.

I've noticed a bit of flicker at night in the RH headlamp (momentarily brighter). Voltage drop across the ring terminal (between the wire to fender) is a solid zero. I'm digging through the diagrams and realized an occasional (though rare) slightly off shift quality probably related as the RH lamps and TCM share that ground through JP 53/303

Considering I've already seen/repaired another bad JP (12v to MAF, Injectors) 53/315, are the JPs in the Volvo harnesses known to present issues, or "bad days" where possibly one of the crimp weld machines wasn't working properly at fab facility with sort of an all or nothing result on specific vehicles over the long haul? I'm aware these machines work by pressing the wires together under high pressure and applying a heat/current to "sort of" fuse the wires together. I've only ever seen one of these "new process" crimps go bad on various vehicles I've owned since the OEs switched from solder around Y2K. 2 on the same car seems unusual. Anyone with extensive years of experience with Volvos have any thoughts on this?

[mrbrian200]

A lot of "chatter" on various sites regarding CEM failures but I haven't seen anyone reference this (regarding an updated cover/grommet to keep water out in the future). Appears to apply to P2s made on or before roughly Dec '05 ('06 model year). Newer models have the updated design installed as original.

http://www-odi.nhtsa.dot.gov/acms/cs/ja ... 44260p.pdf

The rubber grommet/Bellows PN has changed to 30765127. The plastic cover PN has not changed/current. Even if you don't currently have water intrusion damage it would seem a wise/preventative investment for $20, provided it actually works better.