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About NitroX5

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  1. NitroX5

    Project Blackt5

    Sure, I was in the same boat Here it is: Elring AFD 2018 (Same pink anaerobic stuff) or Victor Reinz 703141410 (blue anaerobic stuff)
  2. Nono, its not performance related.. It has to be caused by frozen coolant :S It was a 2.0 V70R junkyard block, what I fully rebuilt. Rebored to 83mm, shimmed, ported headt, etc... I have never seen this before so I wasn't prepared to check the block side for cracks :S I didn't notice that 1.5cm crack on the block, also when I torqued the head there was a loud snap sound. Later it tuned out that was the moment when the harline crack expanded. After the hard work on that engine and 20 hours of installation on that day, everything ready to go... it was a pain to see coolant coming out on the bottom. Tried to weld it wihout success.
  3. You have the same kind of wear as I had. On thrust plate back side, not suprising. So, as I mentioned before it couldn't caused by the BOV. You should buy at least the upgraded Thrust plate system ( I doubt that only the weak thrust plate caused the problem, but could be.
  4. This:
  5. As far as I know, BOV related problem is only appears on the thrust bearing compressor side. If you have this kind of wear, then that should BOV fault. (there is an explanaiton if needed) Mine was badly worn on the back side. Almost 1mm slivered out by the washer. I'm assuming some scenarios what could caused back side worn in my case: excessive backpressure in exhaust (3" race cat, revised stock muffler with 2.5" pipes inside directed in a much smoother "S" form) running 22psi in this exhaust system mismatched wheels by 20G hybrid, in operation the bigger cold side always pulls the little turbine wheel This is Hussein's worn thrust plate "front" side/ Compressor side (mine has zero wear at here!! however I always had slight "compressor surge - flutter dump" - for a year, then massive flutter when new BOV installed with improper spring - two weeks only)
  6. I use Vems, but even it has knock contorl, I would like to wire up Motronic next to it. This would be a secondary or reference device to show knocks through the MIL lamp. Question is -theoretically- will the M4.4 knock part functioning with only the "knock part" wired up? What I know until now that the AirCond things along with FAN control is working fine with just + - ECTand RPM signal wired up. (so no LOAD determined by ECU no AMM and TPS... etc) According to this it seems some of the areas in ECU are not neccessarily require every inputs, thus the knock part should be work the same way, right?
  7. I had exactly the same symptom when the Checksum ruined by M.suit...Idles well but as soon as it started to roll just stalled. (As I remember when the fault is present, the code is zeroed out at the speed limit address, you should look there)
  8. Hussein, as I assume there is no chance (too high RPM) those knocks would audiable from the car... or did you hear anything?
  9. Strange.. I know the leads could work without that bolt, however I killed 2-3 coils when I forgot to bolt it down. (but they weren't in original shape)
  10. Hussein has right, that ground is essential. 31/88-89 is the wire side, the little coil through the BIP373 have to be connected also. (A simple wire will be enough until you bolted down correctly)
  11. Edit: I saw you have a RN head...but my theory may still standing Surely you have enough oil must be just a crap sender. When I had low oil press because of the pump gasket fail, the fist thing I really notice it has a diesel sound in every rpm. (low oil in hydros) The light didn't come up. So I really shut out that you have 0.5Bar oil press and nice sounding engine!
  12. nope, it's not adjusting the ignition timing.. The dizzy turning was worked at the old LH2.2, since LH2.4 it is "elecronically managed".
  13. Hardware seems does not matter but software does... here is the description below about the MIN code relation. Would be easier just to deactivate immo check routine, ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ The new immobilizer system is generally the same for S70/V70/C70. The important change is in the principle for transponder communication (control module and key). The immobilizer system contains several different types of code which it is important to know. MIN code (Motor identification Number) The MIN code is stored in the engine control module (ECM) and is the same for each engine variant control module (the low-pressure turbocharger has one code and the high-pressure turbocharger another). VIN code (Vehicle identification Number) The VIN code is unique to the vehicle and can be read in QW 90. It is stored in the immobilizer control module (ICM) during production or using the Volvo Scan Tool (ST). (When it is replaced.) Key code, security code The following codes are stored in the new ignition key: Key code. Programmed when the key is manufactured. This code is unique for each key. Security code. The immobilizer control module programs the security code into the key (transponder) when the key is programmed. When replacing the immobilizer control module, all keys must be replaced. The transponder is married to the immobilizer control module and cannot be divorced from it. LED Insurance companies in Belgium and the Netherlands require that, if the car does not have an alarm, it must have a flashing LED when the immobilizer is activated (car parked). Communication between transponder and immobilizer The transponder is activated when the key is inserted into the ignition switch and the ignition is switched on. The control module creates a random code (challenge) and transmits this code to the transponder. The transponder responds by transmitting an encrypted signal containing the key code, security code and the random code. The control module determines what response to expect and compares it with the response it receives from the transponder. Only if the determined and received response are the same, will the control module allow the engine control module (ECM) to keep the engine running. Communication between the engine control module (ECM) and immobilizer When the ignition is switched on, the engine control module (ECM) creates a random code and transmits it together with the MIN code. This random signal is encrypted and changed each time the engine is started. The immobilizer control module decodes the signal and reads the MIN code. In response to the signal the control module transmits back the random code together with the MIN code. As well as a negative or positive response from the transponder. The engine control module (ECM) compares the transmitted and received codes. If they correspond and the response from the transponder is positive the immobilizer is not activated.
  14. Actually, this troubleshoot was went a half year ago, I cant remember that exactly, we have to retrigger it in the car :S