93 940 non turbo.

new in tank fuel pump,
new fuel filter,
new cat conv,
new exhaust system,
new flywheel sensor,
new fuel pump relay,
perfect radio suppression relay,
cleaned power stage ignition coil contacts (its a regina),
strong battery,
all lights work,
new plugs,
new bougicord plug wires (all 5),
new rotor,
new distributor (behind the camshaft),
new air filter,
cleaned throttle,
can hear fuel pump on for two seconds, will turn and turn and turn but wont start.


not checked for spark, physically.
what is arrangement of plug wires?

anyother suspects?

I can see the tow bill looming.

andrew

realy stupid question but....


is the cam belt (a) intact and (b) properly aligned...

are you getting good compression on the cylinders...

I ask because i once spent 2 fruitless days getting a sore leg kicking a motorbike over that had dropped a cam chain - had the engien rebuilt and the clutz that had done it hadnt replace the bent exhaust valve..so no compression worth talking about...it had petrol, spark etc..would cough occasionally...

the positives out of this experience were...

1. seeing my brother in law sitting on the bike trying to bump start it down the hill with the engine blowing flame back through the carb/airbox skeletons into his crotch...(very funny!)
2. tought me rebuilding engiens really isnt that hard...
3. toughtme to check the basic stuff first...if it happened to me today i would just whack a compression tester on it...

check for codes....volvos past 90 should have the unit.

I know this is all over the thread but how do I check for codes again? I need to learn this once and for all if I want to maintain this car myself.

to the others who replied, thanks and I will check for spark. please do respond again.

to jim holst, thanks for you veru informative response. can I call you by phone to make our exchange quicker? only if you dont mind. or just your email would be fine.

my email is
acasino.law@verizon.net

if you can fax to me the pages of your 940 manual I am willing to pay fo ryour expenses.

regards,

andrew

I know this is all over the thread but how do I check for codes again?

Use the dropdown menu at the top of the page and select 700/900 FAQ.
Then look for something about On Board Diagnostics or OBD (version I, not II).

The FI and Ignition CUs each have their own codes. Some set the Engine Check light, some don't.
--
Bruce Young,
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.

Please get the darn thing towed to a mechanic and after he finds the problem, let me know. I have the same problem on a ’93 Rex and I have done about the same thing you have done.

Exceptions:
I didn’t change the change the wires yet (just got a set).
I tested the fuel pump pressure and the FP regulator pressure.
Exchanged the fuel injection relay with a known good one.
I checked the T-belt to make sure timing was lined up. I just pealed back the upper cover, TDC on the cam mark, and crank pulley.

I have fuel and spark, just no start. No start with starter fluid, with the plug out of the cat. Weak spark?

I also just received a new $135 coil. I can still return it because I didn’t put it on. . . yet.

...“cleaned power stage ignition coil contacts” What? Missed that in the FAQ. Where is it?
--
Tom F Three 940s. Lien holder on two more (the kid's). Rust in pieces, '78 245

Nice photo Tom. Did you check the FI Relay Socket terminals while this was out? I think there was a TSB about failing crimp terminals in the FI relay harness/socket connector.

I haven't needed to get in there yet (knock wood), but every time I think about it, I remember what a piece of cake it is to get at the 240 relays for diagnostic tests and replacement.

As a preemptive move on the 940, I made up a 16" "umbilical" for the FI relay, planning to have it accessible above the passengers knee bolster, but haven't done it yet.

Are you sure you have fuel when cranking? I think it's possible to get the 2-second (Key ON) run, but fail if the FI ECU pin 1 doesn't get the signal from the Rex ICU pin 17 — and there are 2 connectors in that path. If that fails the FI ECU won't put the required ground on the FI Relay.
--
Bruce Young,
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.

Bruce,
Thanks for the comment on the photo. That one is from my sons ’95 turbo. It is easier pulling out the blue lighting relay before pulling out the relay panel. I have posted a bunch and I have tons on my hard drive. I wish I had more time to scan the wants and needs of the board and reply with pics on few subjects I know about (or sometimes subjects I think I know about.)

Good idea on relocating the FI relay. I was thinking about buggering up the location of the heater ctrl valve to make it more accessible, to check for leaks and easy replacement. It’s still better than the 240’s though. I still owe two cars a set of hoses.

Fuel when cranking? That is a big old no! I hooked up the fuel pressure gage and had my son turn the key to position II. I didn’t think about checking for fuel while cranking. ‘Should have done that. I bought a couple green books for the ‘94-’95 LH cars but I do the Rex-Regina DI and FI only, wiring diagram and I see what you are talking about, yellow-green going through C2 and C3. I think I rule out a bad connection at the FP relay since I have the two second pump on.

I’ll do some more terminal connections and wiring checking this weekend.
--
Tom F Three 940s. Lien holder on two more (the kid's). Rust in pieces, '78 245

After you check to make sure you indeed do have spark then remove the oil filler cap and look at the cam and have a buddy turn over the motor to make sure your cam is turning (belt check).

With all that work, your car will run like a top when you finally find the problem! Our 940 runs super.

I just went out to look at the plug connections. They are:
(from the passenger side to the driver's side)
Dizzy cap tower 1 to cylindar 4
" " " 2 " " 3
" " " 3 " " 1
" " " 4 " " 2

I see you have the Rex-Regina system as does my 945. I have the Volvo green manual for that system and would be willing to help you with what it says. I've not had much need to trouble shoot my 945 yet so I am a little new to this system also.

To check for spark, disconnect the wire from the coil to the distributor at the distributor. Connect this wire to a spark plug and place the plug against the block. Operate the starter motor and look for a spark. If there is a spark do the same at one of the spark plugs. If no spark, be sure the timing belt is turning the cam shaft (look in the oil filler hole while cranking the engine). If you get spark at the spark plug, the ignition system is probably ok unless the t-belt has jumped which I think is unlikely.

If you don't get a spark, there are some tests to do. Post back here and I or someone can help at that point.

The fact that you hear the pump running means the fuel pump relay is ok. The next step there is to measure voltage at the injectors. With ignition on there should be battery voltage at the injectors.

If that checks out, the radio suppression relay needs to be checked. This message will get too long if I try to include all steps. Try checking the spark and other tests I've given and post back here. I'll check the BB later this evening. Good luck!!!

not checked for spark, physically.
That has to be Step 1 on a no start (No spark = no fuel. A safety thing.)

Tried to use dist cap photo from gallery but it looks wrong (Colin?).

--
Bruce Young,
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.

Heres the pic.

Colin.

1990 740SE B200E/M47, remote C/Locking.

Thanks Colin, but I thought you had a pic showing the inner layout of the cap contacts. My head gets bent a little (more) when I try to visualize rotor rotation and firing order, as related to the wire towers.

It's not a big deal, and will no doubt come to me in a dream.

Thanks again,
--
Bruce Young,
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.

OK try this one

Colin.

1990 740SE B200E/M47, remote C/Locking.

--
Bruce Young,
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.

--
Bruce Young,
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.