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1983 : 240 Turbo..I just recently bought this car and was told that the cold start valve needed to be replaced but after reading these forums I'm wondering if that is true. I live in Las Vegas and it seldom gets cold so if this valve only kicks in when its cold outside why would I ever need it? The car has a terrible time starting after it has sat for over three or four hours, but once you get it started it runs great. And will restart once warm. The fuel pump has been replaced and the starter turns over, the car just doesn't start. If it is the CSI...where is it located and how difficult to replace is it? Thanks.
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In the middle of this post" the car has a terible time starting after it sits for 3 to 4 hours".I had this problem with my 85 Turbo and it was the accumulator.Isn't this what he is asking in his post? I'm not saying the replies arn't valid it's just how I read it.Charlie
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posted by
someone claiming to be 81242DLB21FCA
on
Wed Oct 27 08:52 CST 2004 [ RELATED]
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I agree with what's been said so far. Also, are these the original fuel injectors? Changing the injectors on my 10 year old 240 turbo made a big difference in starting - imagine if yours are 20+ years old.
Also, check the engine wiring harness. If it's original, the insulation probably fell off during the first Bush administration. The resulting stray voltage will throw off a perfectly good thermal timer.
Enjoy that 240T - I sure miss mine!
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EXCELLENT ADVICE HERE
also.. for K-jets, the Chevron Techron FI cleaner works wonders sometimes. Just make sure to use up the tank of gas right before you're going to change your oil.
--
80 262C Coupe- (FSO black, M46, original) 82 244GLT- (auto)
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Both posts offer good info.
FYI, the b21ft engine with K-Jet injection are easy to work on. The mechanic knows it or doesn't,, no mystery with this system. Get Bentley's, and, read it front to back.
--
john,, 1985, 245:Ti, 251k mi..so.california,,,1974, 145, 230k mi. ..
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You often hear the erroneous statement that the cold start valve only fires below (insert some winter temp) but that is not true, see Bentley or Volvo manual. It is a sure sign of a bad mechanic who repeats stuff like that without basis. Nevertheless, it is true that the TTS harness unplugging or the CPR sludging up is far more common, but it is all easily tested. Pull the darn valve and watch it.
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This is probably a minor point in Las Vegas, but I do see the CSV as being somewhat temperature dependent—because it's ground is thru the TTS contacts, the closed time of which is temperature dependent to start with, then limited by cranking time.
The nominal TTS contacts spec in the Bentley manual is open above 95°F (coolant temp). Below that, the TTS contacts are normally closed for an ever-increasing time duration, to a maximum of 7.5 seconds at -4°F, as determined by cranking time, a resistance-type heater, and a bi-metallic contact strap.
So the effect is that the colder the temp, the more fuel from the CSV, with a maximum time limit based on cranking time and coolant temp. But below 95°F in Las Vegas? Sounds like a non-issue, IMO.
--
Bruce Young
'93 940-NA (current) — 240s (one V8) — 140s — 122s — since '63.
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Yes, my point exactly. The problem is when some dufus states that the csv does not function above X degrees (I have heard 30 to 40 and he ain't talking Celsius). Anyway, I do all my temperature calculations in degrees Kelvin. Nice day here, 300 degrees low humidity.
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This is my first Volvo so forgive my ignorance but what does TTS and CPR stand for? I will be having a pro do the work for me but I do not like going into a gargage without having a basic idea what is wrong with my car and what it will take to correct it. I've found out the hard way that this is never a good idea, especially for a woman.
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Sorry, I kind of thought this might be a thread that has been going around for a few days. TTS is the thermal time switch, basically telling the cold start injector to fire for some amount of time, dependent on temperature. It often loses its harness plug (under the 4th runner of the intake) and fails to function for this trivial reason. The CPR is the control, or cold pressure regulator, another thing hidden under the intake (more to the front), that makes K-jet hard to start if it is out of whack. Expensive but easily cleaned out, if you want to try that. I would say those two components are responsible for most hard starts when cold, with k-jet.
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As always, you offer great info.
Our 82 245T has had similar cold start problems, and I've been figuring on going after these things as well as something called the frequency valve, which I'm not familiar with. My good friend who is a lifelong Volvo nut (the owner of the 242 Convertible and the 89 240T conversion) has suggested that is the problem, though we haven't had time to go over specifics yet.
I will check out these items and report with findings. Perhaps even pictures.
Thanks!
--
Rob Bareiss, New London CT ::: '87 244DL/M47- 230K, 88 744GLE- 220K, 82 245T-181K Also responsible for the care and feeding of: 88 745GLE, 231K, 87 244DL, 239K, 94 855GLT 189K
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Rob, thanks! But I get plenty lost with threads sometimes, fogetting who is asking and what the history and ability of the poster is. Like this one, I just sort of jump in and later, I lose the thread and hate to go scrolling back to find it. Who is Rikki? Why am I answering your post, you know more than I do.
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sounds like the control pressure isn't correct for the temp. it needs to be checked with a dedicated fuel perssure tester for that system. has a 3 way valve so that both line and control pressures can be looked at, 1 at a time. might be time for a pro. good luck, chuck.
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