My first base station was a realistic Navaho, it was gray with a ground plane antenna in a pine tree, probably mid 70’s , can’t believe that fellow never heard of a Tram when he said he had an old browning, always wanted one of those with a big D104 and a set of moomrakers, was my dream base station back in the day
i have that radio, i got it for 80 bucks great deal i have talked from Massachusetts to Sweanse Wales UK, Scotland, Barbados and all down south like Florida,Mississippi, New Orleans, Texas,Oklahoma. and all around
Hello. what was the problem. was it cem ore other things, Have an 2004 Xc90 and ita has dame syntoms. Cluster go black and all light stop working.Feel som relay on cem is hot. Look to me when relay is cold,all work agen. Have reolaced cem with another used one. But maby the used cem has the same problem,i dont now. so what was the solution for fixing this problem on youre car??
My solution was to take the car back to the dealer and throw a fit until they gave me a refund (credit towards another car). The whole experience was awful.
This happened to me. I took out my CEM and tightened the connection harness clips. My 05 xc90 did this same thing. After I tightened the connections. No more power loss, electronic failure.
I'm trying to figure out the technical name of a art I need. It's a 7.3 f250 international motor natural/non turbo. The part is the housing unit where the fuel/water seperator filter screws on to,actually hang from.
You never mentioned which engine it had. That's a huge factor for these, especially through '07. I had an '04 2.5T with 160k on it, and it ran beautiful. I currently have an '06 V8 with 175k on it, and it purrs like a kitten... or roars like a lion, take you pick. Yes, EVERY vehicle can have problems, and EVERY vehicle WILL have problems at some point. It's a matter of good maintenance, proactive with proper repairs, and being a member of a good forum (swedespeed.com for Volvo).
No offence taken. Getting rid of that hunk of garbage was the best decision of my wife - if the automotive industry collectively got together to poop, they would crap out a 2004 Volvo XC90.
So, we mortally wounded the transmission permanently. Ours sat for almost 18 months until we had the money to do the transmission. Got quoted $3500 to $5000. Lucked out and found one at the junk yard for $1100 and put in for $1500. Ouch. Got it put on the road and was once again having electrical issues. The wife got fed up with it and me and started unplugging things to see what happened (she's awesome because she plugged them back in). Found that the key solenoid (not the tumbler but the thingy at the end of the tumbler) when it was unplugged we had a lot of the same problems happen (as well as the car shutting off). Replaced that solenoid and the key antenna. We've been running it for about a month now with no issues (BUT still holding our breath). Hope that helps someone.
did you do a glow plug mod on it? I noticed a long cycle and the relay on off time was longer than normal, I could see the voltage guage moving up and down as the glow controller maintained the plug heat at the end of the cycle.
Did you know that DI is Powerstroke Diesel Engine and IDI is Detroit Diesel that was built by International not GM AND they are both built by Navistar International not GM.
if you are saying that the idi was a detroit diesel(GM diesel) design, no. IDI and powerstroke's designs are different. all were IH(and then the successor Navistar) built and designed engines. Powerstroke's are non IDI's
Idi variation is how fuel is introduced into combustion chamber/cylinder, fuel sprays into "pre combustion" chamber in head. Old school low psi setup. Reliable as a hammer n very tolerant of crap fuel etc. DI fuel injects directly into bowl of piston/ combustion chamber. This includes common rail systems, HEUI systems etc. Idi vs di is just terminology describing the fuel path to flame front. Not make specific. Hell, technically even some DI gas engines out there. now.
Ok.....sooo all i hear is a lot off bullshit talk Coming from people that have no clue about anything! First of.... The problem does not effect the drive of the car! Second. The cem is not behind the kick! It's behind the stereo and it's about 800-2000$ to fix it. And last but not least It the 02-03 only that have that problem,not saying that a 05 can't get that problem,but not as frequent
The CEM on an XC90 is in the footwell, not behind the infotainment, it can cause non start issues and the like as the immobiliser is part of the CEM function, they suffer with water getting in and corroding the connectors to and the CEM itself, we replace both the loom and the CEM.
I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.
I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.
I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.
Oh my cheese, now that sounded like a total disaster and a good fix. This has not happened to us on our s60 and its a cold winter here and every year. Wonder why the fail happened to you. Maybe you had the heater cranked on max heat for a long time or had a climate vent closed? I usually let my auto climate controls mix the hot and cold air for me, so it probably turns off max heat once the car is warmed up. Poor design
I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.
Getting rid of the 04' XC90 was the best decision we could have made. Traded in for a 2012 Subaru Outback and love it. I get that cars have a bad year run and some models are better than others, but because of our interactions with the dealers and manufacturers over this issue, we will never own a Volvo......guaranteed.
2004 was an early model year. New models usually have issues in the beginning that get fixed overtime. I'm happy you have a car you feel pleased with now, but I'm just saying.
I think that Volvo like other brands has good cars and turds, and I will research carefully before buying. Even Toyota has some bad models. It's mainly disappointing when companies don't make the problem right, but it seems all of them like to do that. Hyundai, Honda, Toyota, etc.
Sounds like your CEM needs a software update. These are times when you have to bend over and put some vaselin in you a-hole and take it to the dealer......... if you were closer to us we could do the software update for a fraction of the price but since you're in Idaho it's difficult! These vehicles are very well built......... just for the US market they put "quirks" in them so the owners have to PAY to own them............. sad.................... i've owned many Volvos and they've been great vehicles putting more than 300000 miles on some of them!