My 1985 245 Turbo, B21FT, IAC valve does not appear to be functioning - After I bought the car I realized the mechanics who had worked on it formerly had disconnected the lead from the throttle position switch (TPS) and just adjusted the idle with the main throttle stop screw. Put that on my list to sort out, but it's been running fine for five years or so, idles a little high sometimes is all.

Finally got to the point where I looked into this, and re-connected the TPS - with a stethoscope I can't hear any noise coming from the IAC when the TPS is clicked open/shut. Figure the IAC valve may have always been bad, so it's time to pull it out and clean/test/replace it. Also test wiring from the IAC control unit while I've got it out. Figure either IAC valve, wiring, or control unit needs attention.

For the record I had the entire engine wiring harness rebuilt when I bought it.

Question is how the devil do you get the IAC out on this car. It's tucked securely under the intake manifold and I cannot even SEE how it's secured in there let alone get in there with wrenches to remove it. Is it necessary to remove the intake manifold?

Bumping this old thread as I have the same question, and it wasn't answered previously. That is, does the intake manifold need to be removed to access the air control valve in a B21FT?

My car is a 1983 Volvo 244 GLT with a B21FT.

Thanks for any replies.

Thanks for all the replies. I can work out a way to do this now.

Manifold does not need to be removed. It is a good idea to remove the intake tube to the throttle body to give better access. Take a good look for any vacuum leaks, clean the throttle body and treat electrical connections that are accessible.
--
89 240 wagon, 94 940, 300K, 94 940, 141K

Hi,

You should be able to see the housing of the valve at the end of the hose from the left side of the accordion tube going to the throttle.
Once the hoses are off you can unclamp the housing or pull it from the rubber ring that holds it.

You are saying this is a B 21 FT of which I’m not familiar with a turbo that’s on the other side.
You are saying it’s 1985?
Those years should have a B 23 engine or a B 230. In 1986 or 5, they got the LH 2.2 injection system but both use an IAC.

Phil

Hi,

My bad, I see that you have a 1983 so it must be a LH 1.0 fuel injection.
I guess it’s possible you have the B21 over the B23 that came in the 1984.

The transitions with model years are like smells in the air that linger. Some you wish they would go away and others you wish they could stay around longer!

Phil

North American 240 turbos were a totally different animal. They all had b21ft blocks and used Kjet fuel injection. I think in 1985 they were all intercooled. They did not have an accordion style intake. They had an rigid aluminum pipe going from the intercooler to the throttle body with strong clamps to prevent the turbo from blowing the connections apart.

If you take that aluminum intake pipe off you have pretty good access to everything under the intake, including the IAC which is connected to this pipe.

My 1985 240 turbo was my favorite car. Wish it had not rusted out beyond repair

"I realized the mechanics who had worked on it formerly had disconnected the lead from the throttle position switch (TPS) and just adjusted the idle with the main throttle stop screw."
I have a carbureted 240 which has an Idle Bypass Valve. I've disconnected it and adjusted the throttle stop screw because I found I got better mileage that way. Though there may be a greater tendency to run-on.

I work on my sister's '89 240. I have suspected that if the IAC gave trouble, and I didn't have a spare available, I could probably bypass the IAC completely by adjusting the throttle stop screw and leaving it to the ECU to prevent occasional stalling. Since the fuel pumps shut-off with the LH system, run-on is unlikely, so the IAC may even be an unnecessary remnant from pre-ECU days.

Maybe, since your system is working, you could remove the IAC completely, instead of adding to the complexity, by including it.
--
1980 245 Canadian B21A with SU carb, M46 trans, 3:31 dif, in Brampton, Ont.

"...could probably bypass the IAC completely by adjusting the throttle stop screw and leaving it to the ECU to prevent occasional stalling."

Well, that's certainly worked for the past five years or so - again with the occasional high idle (1500+ rpm, if you can believe the tach) in warm weather after a highway run. I'm just thinking if it could be set up to run as originally configured, with an idle control circuit doing the job, it'd be better. Particularly if it's just a matter of cleaning up or replacing a $100 component.

However, if it involves removing the intake manifold to get at it, there might still be a few other things higher on my to-do list just now...

Not that it matters but if yours is an '85 wouldn't it have the B230FT in it? Did you swap in the B21FT?
Dukester

Dukester---All 240 Turbos are B21FT motors with K-jet. If equipped with an intercooler it can make 160hp instead of 130hp. I think '84 and '85 Turbos came with the intercooler as standard. We have owned an '83 242Turbo w/o intercooler. Our '84 245Ti has one. A naturally aspirated '85 240 would have had a B23 with electronic injection.
I've never had to remove the idle control motor in either so I can't help the OP--sorry. -- Dave

It's definitely the B21FT - KJet. Maybe it's an early '85? Has the tall oval air filter up behind the passenger side headlight, under the KJet "medusa". Either way the IAC is under the intake manifold.

I have to say you are making it difficult to understand what is in your car.

If you truly have a K-Jet you don't have an IAC on the engine. K-Jets injectors are strictly opened by fuel pump pressure with mixtures controlled by a fuel distributors volume.
The air filters move around, if you have a turbo model, on every Volvo made. Sometimes I think the inter coolers made a difference. I have never studied turbos much.

The LH system started in '83 or '84 with the 1.0 air valve. These valves on these early cars and later up to the '89 use a variable opening valve. It has three pins, where the '89, only has a two pin connector.
The newer valve has a spring loaded return spring and the on board diagnostics will cycle the valve in a test mode with socket six.
The older style will only click if you apply 12 volts to the terminals to flop it back and forth.


You are right, the air valve is down below and held in a rubber mount.
There are several ways to take it out. Most of the time I loosen bolts the rubber clamp or the you can unbolt the whole bracket thing but is more bolts to put back.
Undo the two hoses and the connector at the back and it should slide out to the from font.
I don't remember if you have to pop off the distributor cap?

Post back and straighten me out on what you have!

Phil

See K-Jet In Detail:
http://www.k-jet.org/articles/information/k-jet-in-detail/

Go to the Constant Idle Speed (CIS) System section.

"The CIS system is found on 1981.5 N/A 240’s, 1982 K-Jet 240’s (1982.5 240’s were LH-Jet 1.0), and 1981 to 1985 240 Turbo’s."

"The idle air motor on a K-Jet car has three wires attached to it and two large vacuum lines (1inch in diameter)... On a 240 Turbo, it is bolted to the underside of the intake manifold..."