Volvo C30 AWD Conversion

Fuel or is this part of the Haldex system?

The complexity of this car is just remarkable.

On a side note would you consider buying a manual V50? One of my coworkers has one and may be returning to his home country. Anything I should look out for?

These cars have a very specific stereo system, is there a good way to have something a bit more modern preferably with Carplay?

Thanks

Karl

That's all part of the Haldex AOC system.

I would buy a manual V50; that's the only V50 I would buy . I like the styling. Has the same 6 speed as my C30 prior to the AWD.

No idea on stereos. There is a company that makes a touchscreen setup. https://www.bluepower.se/en/product/...ndroid-71.html -some ppl on C30Crew have used it. I don't listen to stereos enough to care about refining it :D

I persuaded a friend to buy 2 of them - one for her & one for her teenage daughter, automatics though.

They come in a fairly wide range of options, annoyingly enough, thank you Ford. Some have power seats, some have only driver's power seat, some are heated, some have the blindspot thing, some have leather, some have bi-xenon self-leveling headlamps, different stereo, etc. No rhyme or reason to much of it. Most have sunroofs. I wouldn't buy one without it. They are solid cars, if maintained. How many miles on it? At 100k it needs a chunk of $$$$ thrown at it - all new hoses, timing belt, front engine seals, water pump, idlers, serpentine belts, spark plugs. Struts / shocks, Brakes and brake lines hold up really well.

Got any pics of it? What year is it?
 
I actually don’t have the details as yet, he is a couple of months off from departing though moving to half time/pay may adjust that. When I have info I will post up some info.

I believe he has taken care of a bunch of those items. He is rather meticulous.

I am hoping for a simpler version, I really don’t much care for all the toys. Heated seats though are high on my list. It is either that car or a Golf Sportwagen, similar size and general attitude.

Thanks!
 
Worked on installing the aftermarket (VW-based) Van Der Veer Haldex Controller yesterday evening.

Controller is set using a phone app via BT

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He makes these plug 'n' play for VW applications. In my case I had him ship with 1 metre pigtails off the controller & I added the Volvo-specific male/female harness connectors.


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Volvo uses 1.5mm & 2.8mm YESC series (Yazaki) terminals in the Molex 12 pole DEM connector housings

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Add the factory grommet before the external male end connector

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Just needs the male connector now

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A bridge set of 2 wires (5,6 CANhigh CANlow) had to be added due to the way Volvo wires the haldex controller CANbus loop. The device only needs 4 wires (1,2 power&ground & 3,4 CANhigh CANlow) to operate

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add ABS harness through grommet before install

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install location under rear seat, right side

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unit is velcro'd in place, like the Volvo fuel module in same location on left side under seat

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reinstall protector plate

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reconnect & anchor harnesses under car

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reinstall splash guard

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Remove Volvo Haldex Gen2 Module & install VW-based Gen2 unit - solenoid & valve are Volvo-supplied Gen2. It's just different software that requires the replacement. If the Volvo Gen2 units could be re-flashed with the VW Gen2 software, it would make the conversion several hundred dollars cheaper.

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Once wired, Controller is then paired with phone app via BT

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Unfortunately for me, that's not the end of the story. The VW controller is wreaking havoc with the Volvo CAN network. disabling the CAN inputs doesn't prevent data transfer, & the car is rejecting the transplant

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Tach & coolant gauges also drop out as the system cyles between the two prevailing system errors

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I'm going to disconnect the CANhigh & CANlow inputs to the controller for now. Car can't be driven. Since this controller is also designed to function as a standalone on vehicles pre-dating CAN, basic function (% of engagement) should be available, I just won't have all the niceties until Jeroen can review some data logs & (presumably) write appropriate code to make the Volvo-side happy.

I have a CANUSB convertor that he recommended to extract data via software he provided - looks like this:

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Modern cars are so capable and achieve it by being so very complex.

I have been working on a tractor from the early 70s, pushrod flat head horizontally opposed twin. Maybe ten wires on the whole tractor. It is a joy to fiddle with.

Your Volvo, mmm, not so much.

Today has been redo the front brakes on one of our Elements with several unexpected pleasures...trip two to NAPA coming up. Fun times.
 
The initial problem turned out to be the way Volvo looped the CAN high/low on the DEM/output side of the circuit - the controller blocks the CAN broadcast off the input side. Once I removed the two CAN signal wires that loop from the DEM to the ADM and from there to the SWM, everything was fine (from that perspective).

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Overall wiring layout (except for 5,6 removed from connector 64/50 for now):

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The AOC doesn’t seem to be working though. With his app I can change the % of engagement in increments from 100/0 (essentially off) to 50/50. At 50/50 there should be no front wheelspin when launching, with mine it makes no difference. If the data displayed in his app is accurate, the recorded system temp (198ºC) is way over the Volvo predetermined cut off point of 105ºC (taken from info in VIDA section 465/DEM design & function). Looking around, others have had problems with this low cut off & apparently there was a service fix. I’m not sure how relevant that data is though, since I’m using the VW Gen2 DEM now. I’m waiting for a response from him as to how to proceed.

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EDIT - in the screenshot of the Settings window, it shows the Controller Temp @ 34ºC - but that may mean the head unit, not the AOC controller (DEM) so now I don't know what is going on. I'll wait until I hear back before considering about what to do next.

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I replaced the temp/pressure sensor with a new Volvo-packaged item.

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No change. Still two wheel burnouts if I launch it at all aggressively

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Since I cannot diagnose the DEM with Volvo software, I have now ordered a VW-based dongle from ECS-Tuning that will read/display & log the module data. The alternative to that device is Ross-Tech VCDS, however that is more than 2 twice the cost, and has to be run from a laptop. Hopefully with that I can move forward.
 
Still futzing with the AWD - added an ODBII port (I removed from a 90's Volvo)

to the Haldex circuit, so I can use a VW-based tester.

CAN high/low, power and two grounds (also has K-line, but I'm not using that)

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Repinned the port to utilize pins 6 & 14 for CAN output from the Haldex.

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Next problem is the VW OBDII dongle won't connect to the DEM. Waiting for a response from the company.

Also have had issues with the EVAP / leak detection since I installed the AWD- I had to repair the harness to the EVAP leak pump/module when I did the tank install. Since then I have replaced the pump (since it's easier to access than the wiring) & fault codes were less constant for a while.

Recently the error codes came back, and of course my state inspection is due in a month or so. I'm not so worried about that aspect as with COVID, things like that have some leeway. I just don't like driving with a CHK ENG light on!

So, I finally broke down & made a new harness for the leak pump module independant of the main tank harness it is normally incorporated into.

routed the wires from the main connector under the passenger rear seat, over the tank, and back over the rear subframe to the pump location above the fuel filler neck

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pins 9 , 10 ,11 & 12 Yazaki 060 terminals

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ran the wiring inside a heat sheathing (rear muffler section removed for this work)

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terminals for the pump end

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Socket, pins & insulators from Mouser.

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Too early to tell if the probelm is resolved, though I have to feel that that was the problem, it is very sensitive to resistance & even with low-temp solder splices it can be an issue.
 
Hussein, you got so much more patience than me. I let go my Volvo C30 when the computer died. I could find a used computer for cheap, but it will have to be reprogrammed to recognized the car. It seems only Volvo dealer could do that (and probably some tech wizards I don't know). And the Volvo technician doesn't work on used computer. Only on Volvo new ones at $2000. + The time to reprogram. + I already spend close to a $1000 in towing and Volvo mechanics to do a diagnosis. So I sold for parts my faithfull, rust free 10 years old Volvo with 250 000 miles. I may buy another one in the future but for now I'm really happy to deal with older cars with not much electronics.
 
On the Haldex front, using VCDS ( a saga in of itself), I can extract data from the DEM

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error code confirms original temp/pressure sender was an issue

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what is apparent now is that the system thinks the eBrake is on, so no wonder it's not operational

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pump pressure & AOC temps are good

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More to figure out.
 
Replacement DEM came from England. Found a company that gives a lifetime warranty on DEMs - they have Volvo, VAG, you name it - the fault is internal to the DEM, as we don't use any Analog inputs as VW does

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Disconnecting the CAN high/low inputs, which is where Volvo would feed that info - I still had the same brake light switch activated message, so clearly the DEM has an issue. The company I bought it from (used) is sending me a replacement, however the new/refurb will likley get here first.

I've enquired around about reprogramming Volvo-coded DEM's with the VW software (Gen2 - Gen2), and while some responded that it wasn't possible, only one explained that the circuit board has a different circuit layout, so not just a software variation.

Turned out the brake light terminal has to be grounded, not a DEM fault. so I added wiring to the DEM for that. While we were out of town I used the VCDS test mode & engaged the Haldex clutch. Doing a hard launch from stationary - I had my wife watch the screen as there seems to be no way to log the tests. The result was that Abs. Pressure rose to 40bar as I accelerated, and slowly dropped off as I eased off after shifting up into 3rd . That is a good sign, I assume. Don't understand what that means in terms of the AWD not working in normal use.

I got home from our trip Thursday, so yesterday I put the car up level on 4 jack stands & found I had overfilled the Haldex by about 45mL (measured what came out the fill plug) fluid looks nice and clear. Could the overfill cause lack of engagement when not locked via VCDS test mode? I dunno yet. Just running the car in 1st gear on jacks, I get a pressure variance by spinning one of the rear wheels a little faster than it wants to go by itself, goes from 4bar to 7,8 (screenshot shows 7bar) then drops back to around 4bar after a while. I haven’t had time to drive to car again with the reduced fluid level.

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I also checked into modifying the Volvo system (getting the AWD software added) so that diagnostics could be performed with that - turns out the problem is not that the software for the AWD is not present in the CEM, the problem is that the Volvo diagnostic tool decodes the VIN to establish what modules are available for data/ diagnostics, and since no C30 VIN ever came with AWD, the diagnostics for it will never show up using Volvo equipment.
 
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I also checked into modifying the Volvo system (getting the AWD software added) so that diagnostics could be performed with that - turns out the problem is not that the software for the AWD is not present in the CEM, the problem is that the Volvo diagnostic tool decodes the VIN to establish what modules are available for data/ diagnostics, and since no C30 VIN ever came with AWD, the diagnostics for it will never show up using Volvo equipment.

I remember reading an interview with Ferdinand Piëch back in the early 90s which portended exactly this situation. He delineated a future where software manipulation would drive feature accessibility. Of course Tesla has taken this to the extreme of taking a feature out of a car after the fact.

Interesting how Volvo uses the VIN to manage, the ability to access a feature. Who thought that would be a good idea? Frustrating to say the least.
 
Today I put another Volvo DEM back into the Haldex unit. I used one from a 2007 XC90 (3.2L)

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5WP22228-04 HAP511

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This one has the 80 bar sensor (Volvo 30759668), identifiable by the white base vs. black of 40bar.

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Gen3 Solenoid has the same numbers as other versions (Gen2) 22 100 220

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Put the VW controller back in. Found out that the reason it hasn't been working is a software glitch - just little annoyed about that.

In testing with the Volvo sensor/solenoid with the VW unit, VanDerVeer figured out that resetting the app brings the functionality back. I tried it, and sure enough the AWD works (most of the time). It's problematic as I have to turn the controller on/off in the app, and switch the lock % to get it to keep working.

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This was the first problem - have to reset after switching from Volvo to VW module

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After I got it working - it died again today - sensor failure

row 2 volt 4 Haldex temp 5 bar (pressure)

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Since it works (mostly) I started logging the CAN bus for him, so he can determine what Volvo uses for signals that the AWD needs to operate smoothly - throttle, brake, rpm, wheel speed, etc.

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Making progress. Back & forth with testing & data collection in the CAN analyzer app - now we have throttle, road speed, rpm, brake, reverse position, and steering angle is under way. Once this is all resolved, I should have full functionality of the features of the controller, not just the LOCK setting I have now.

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Once that's all finalized, he will work on using that data to get his controller to work with the (readily available) Volvo DEM, rather than the (rare) VW module.

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This is a fantastic thread as I've always loved the look of the C30.

My shop mate had a C30 when he moved in. However faced with the same problem he sold the C30 and bought a Golf R. Problem solved. :)
 
Had to work on the C30 today - the down pipe lex coupler broke. With the AWD, the DP flange is now a PITA to get to. To top it off, one of the 10mm head bolts rounded out on me :( I tried hammering on a E14 socket, but that still stripped. I'm going to try to cut the head/flange off with a Dremel tomorrow. No way to get in there with a torch or hammer & chisel....

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this is the access from above (none from below).

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Took several hours to get the bolt out, and then weld in a new coupler. To get to the bolt head, I removed the battery, battery tray, brackets off the back of the motor.

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I was then able to reach around, using a Dremel wand

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8 cut off discs later....

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Welded the coupler to the DP flange first, then put that back in place, aligned & marked the lower section, removed it again, and then welded the back half.

I'm thinking I'm going to have to re-weld this seam, to get deeper penetration. When I did the same thing on the X1/9 coupler, the inner liner pulled out.

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like this:

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The rear seam, I went heavier on it

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Re-welded that forward seam, hopefully it won't tear out like the one on the X1/9. Took about 3 hours(!) to reinstall & get everything back together. All good now.
 
Modern cars are just no fun to work on.

So well engineered and capable but oh so difficult to deal with.

ProE, Catia and so on allows those of us in product development to know exactly where everything is and fit things together in a manner which leave little room after production to disassemble them to fix a subsystem.

My industry doesn’t require this level of precision as we have plenty of room and we use fairly low ability workers to assemble many of our products in the field.

There are a few Honda engineers I would really like to meet. I am sure you have a few Volvo engineers in mind as well.
 
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