Question about 2004 Volvo XC90

1 Answer

My 2004 volvo xc 90 tc starts hard cold it loses fuel pressure slowly, it has 8 psi at rest warm turn the key it goes to 20 psi quickly ,then crank it it goes right to 55 psi while starting ,i haven't tryed it cold yet was also wondering were is the regulator , also it runs fine when it dose start no smoking

Posted by on

  • coastalcarca Sep 11, 2010

    my fuel pressure specs called for 55 psi whitch is mitchell but there is very little info on this car, i got the pump after looking at it i was wondering about the wire connector onthe end of the hose is there a trick to putting this in

  • coastalcarca Sep 11, 2010

    yes thats the pump my car is also all wheel drive



1 Answer

  • Level 3:

    An expert who has achieved level 3 by getting 1000 points


    An expert that got 10 achievements.


    An expert that got 5 achievements.


    An expert whose answer got voted for 500 times.

  • Master
  • 1,796 Answers


Your fuel pump needs replacement, the min. acceptable pressure for your vehicle is 95psi and the max. is 105, as you can see it is way below the range. Replace the pump ASAP to avoid getting stranded on the road.

Good Luck, Don't forget to rate this post!!

Posted on Sep 07, 2010



1 Suggested Answer

  • 2 Answers

SOURCE: I have freestanding Series 8 dishwasher. Lately during the filling cycle water hammer is occurring. How can this be resolved

Hi there,
Save hours of searching online or wasting money on unnecessary repairs by talking to a 6YA Expert who can help you resolve this issue over the phone in a minute or two.

Best thing about this new service is that you are never placed on hold and get to talk to real repairmen in the US.

Here's a link to this great service

Good luck!

Posted on Jan 02, 2017


Add Your Answer

Uploading: 0%


Complete. Click "Add" to insert your video. Add



Related Questions:

1 Answer

My 2000 jimmy takes about 10 to 20 engine cranks in the morning when its cold out.when it starts its good the rest of the day. but its getting worse the amount of cranking the engine over in the morn

I'd use a fuel pressure gage, check fuel pressure, key on, engine off, first thing in the morning, 60--66 psi, spider fuel system. If you have the spider fuel stem, that system is noted for problems.
There is a service bulletin for cold start-up problems, caused by fuel poppet valves sticking. Once you get it started, it runs fine the rest of the day. The poppet cleaning procedure shows to be a shop procedure.

Nov 18, 2016 | 2000 GMC Jimmy

2 Answers

Why would a 2003 hyundai elantra have a hard start issue, fuel pressure bleeds off to 10 psi overnight from 50 psi?

There are many things that can cause this issue. If repairs have been done, you want to make sure you are using the original master key as the valet key wont allow the immobiliser to bypass and start the car. Fuel pump, bad fuel filter, injectors etc. If you have a check engine or service engine soon light on the dash you can scan the codes (for free at autozone advanced auto) and post them here. With these codes i will be able to tell you almost exactly what your problem is. ECU maybe? need just a little more info/background on the vehicle. We will get this resolved

Feb 15, 2016 | Hyundai Cars & Trucks

1 Answer

T10 blazer hard to start when cold,easy to start when hot

4.3L V6 CPI - center port fuel injection . you need 62 psi .When cold give it a shot of carb.cleaner or starting fluid ! does it start then ?

415-455 kPa (60-66 psi

Mar 18, 2017 | Cars & Trucks

2 Answers

1998 2500 chevy wont start unless i pour fuel in throtle body when engine is cold

Check your fuel pump pressure, it is probably down in the 50 lb range and it requires a bit above that to start. Once it starts it will run on that pressure. This is a chronic problem with these, my 1998 2500 was a GMC but it's the same vehicle. I put 385,000 miles on it with no engine or transmission trouble but I was on fuel pump number six when I sold it.

Jul 10, 2011 | Chevrolet 2500 Cars & Trucks

1 Answer

2003 Expedition hard to start

HI ' sounds like a liking fuel pump check valve ,to test install a fuel pressure tester follow instruction on tester ,turn key on don't crank engine over turn key off and back on again note your fuel pressure should be 38 psi to 48 it should keep 20 psi in system after 10 minutes of just siting replace fuel pump if you loose the pressure

Sep 23, 2009 | 2003 Ford Expedition

2 Answers

Slower Cranking And Hard Start-Up When Cold

It could be the manifold air temperature sensor, which wouldn't necessarily through up an error if it's reading incorrectly. This would, in turn make it harder to start if its cold, as it won't supply the car with the extra fuel it needs to start.

Aug 04, 2009 | 2004 Acura TSX

2 Answers

2001 dodge 5.9 diesel Cranks for 20 to 30 sec to start in morning

You have fuel runback.Replace the injector leak off pipes then try.If this does not work then have a non return valve fitted to your fuel supply pipe close as possible to the punp.Hope that was helpfull good luck.

Aug 01, 2009 | 2001 Dodge Ram 2500 Truck

1 Answer

I need the operating fuel pressure for a 1989 Rolls Royce Corniche II.

Here it is and all the info you would ever need on the bosch k series.
spacerline.jpg “ This tech told me that the only way the fuse would quit blowing was by unhooking the coil pack. I was stunned at first, since the power to the coil is through a red/light green (R/LG) wire and from a different fuse than the solid red. ” ---> The K-Series fuel injection systems are continuous mechanical fuel injection systems used on a wide variety of European vehicles, including such makes as Volkswagon, Audi, BMW, Mercedes, Porsche, Volvo and Saab. The system is one of the most common fuel injection systems on the market today, but also is one of the least understood.
The K-Jetronic System constantly injects fuel into the engine as long as the car is running and air flow is present to move the sensor plate in the airflow sensor. The sensor plate is connected to an arm that pushes up on a plunger located in the fuel distributor. As airflow changes, the movement of the sensor plate and the plunger increase and decrease the volume of fuel injected into the engine. Since fuel is being injected constantly, fuel pressure will have a direct affect on driveability. As a matter of fact, fuel pressure is the single most critical element when diagnosing driveability problems in the K-Series fuel injection systems. An accurate fuel pressure gauge must be used when testing these systems, with a range of 0 to more than 100 psi. You will also need a digital volt ohm meter (DVOM) that can read milliamps.
You will work with three types of pressures when diagnosing these systems: system pressure, control pressure (also known as counter pressure) and rest pressure.
System pressure is the total fuel pressure produced by the fuel pump on a constant basis. The fuel pump must be able to maintain this pressure during all driving conditions from idle to wide open throttle. As a rule, system pressure will run about 5 to 5.5 bar pressure, or 75 to 85 psi (1 bar = about 15 psi) and the pump should be able to produce a minimum volume of 1 pint in 15 seconds. When deadheaded, the K-Series fuel pump will produce about 1.5 times the system pressure or about 110 to 120 psi. System pressure is a function of volume of fluid moved against a restriction, so to maintain system pressure at the desired level, there must be some type of restriction built into the fuel system. This restriction is more commonly known as the fuel pressure regulator. The fuel pressure regulator restricts the return of fuel to the tank by a calibrated amount, maintaining system pressure at the desired level. On early K-Jet systems, this regulator was a slide valve (also known as a push valve) internal to the fuel distributor. Fuel pressure could be adjusted by adding or removing shims from the valve. On later K-Jet systems, the regulator is the conventional diaphragm type.
Control pressure (or counter pressure) is the pressure that is metered to the top of the fuel plunger on a K-Jet system. By changing the counter pressure, the resistance to plunger movement is changed, allowing enrichment and enleanment of the fuel mixture to the engine. On a car equipped with K-Jet, this pressure is controlled by the warm-up regulator.
The warm-up regulator only compensates for engine temperature and is therefore a rather coarse control of fuel mixture. (Some K-Jet warm-up regulators also have a vacuum port to help with the acceleration enrichment and deceleration enleanment function.) Typical control pressures on a K-Jet warm-up regulator are 55 psi with the engine at full operating temperature and 20 to 30 psi on a cold engine. (The colder the engine, the lower the pressure.)
A car equipped with K-Jet Lambda also changes control pressure with a warm-up regulator (with pressures similar to a plain K-Jet system), but also controls lower chamber pressure in the fuel distributor by bleeding pressure through a frequency valve. By modifying lower chamber pressure, a change in volume of injected fuel is made, enriching or enleaning the mixture. The frequency valve is nothing more than an electrically duty-cycled fuel pressure regulator controlled by an on-board computer in response to an oxygen sensor signal. This system provides a more precise and rapid control of fuel mixture. Typical duty cycle on a properly running engine is 45 percent to 55 percent duty and fluctuating. A quick test of this system is to start the engine and test the frequency valve for vibration or noise -- it should vibrate. Also, unplugging the oxygen sensor will put the system in open loop and fix the frequency valve at a 50 percent duty cycle.
The KE-Jet system provides quicker response and more precise control of fuel mixture than the K-Jet Lambda system and is the current K-Jet system in use. This system uses a device called a differential pressure regulator to control fuel mixture in response to both engine temperature and oxygen sensor signals. In the KE-Jet system, counter pressure is broken down into primary counter pressure and control counter pressure. Primary counter pressure is the pressure applied to the top of the fuel plunger. This pressure stays constant and is the same as system pressure.
Control counter pressure is modified by the differential pressure regulator and is actually the lower chamber pressure in the fuel distributor. By modifying lower chamber pressure, the fuel mixture can be enriched or enleaned in response to temperature and oxygen sensor signals. Typical control counter pressures are 4 to 7 psi less than system pressure on a fully warmed engine and 17 to 20 psi less than system pressure on a cold engine (typical system pressures are 5.0 to 5.5 bar or 75 to 85 psi). The signal to the differential pressure regulator from the computer is measured in milliamps of current. To test this signal, a DVOM must be placed in series with the differential pressure regulator. Typical current values are 80 milliamps cold engine (15k ohm resistor in place of coolant temp sensor to simulate a cold engine condition); 120 milliamps during cranking (this is a crank enrich function to aid starting); and 8 to 12 milliamps warm idle. (Note: always check service manual for values.) These values correspond to the fuel pressures listed. In other words, at 80 milliamps current you should show 17 to 20 psi less than system pressure.
Rest pressure is the fuel pressure maintained in the system by the fuel accumulator after engine shutdown. The fuel accumulator is a large spring-loaded diaphragm that maintains a pressure of about 1.5 to 2.0 bar for 30 minutes or more after engine shutdown. This rest pressure provides for fast restart and prevents fuel percolation or boiling (vapor lock). Always check the service manual for the car line you are working on for proper rest pressures and times. Typical symptoms caused by accumulator problems are extended crank time and hard start hot.
With an understanding of the system and the proper tools, K-Jetronic fuel system service is a straightforward procedure that can keep your service bays full all year long. Give me a call if you have any questions!...did this help? Let me know...dc

May 11, 2009 | 2000 Rolls Royce Corniche

1 Answer

Alero will crank awhile before it finally starts w/ more details

May have small fuel leak or fuel pump sending unit leak down. Or fuel pump psi low.

After 30 minutes try this turn key on. do not try to start wait 10 seconds turn key off then on again 10 seconds then try & start if it starts right away fuel system is losing PSI either back through the fuel pump or a leak in line. If you can find no leaks would suggest replace fuel pump & assembly.
Another possible but rare fuel injectors may be leaking fuel over time & dropping PSI needed for start up.

Mar 08, 2009 | 2001 Oldsmobile Alero

Not finding what you are looking for?
2004 Volvo XC90 Logo

Related Topics:

202 people viewed this question

Ask a Question

Usually answered in minutes!

Top Volvo Experts


Level 3 Expert

79865 Answers

Colin Stickland
Colin Stickland

Level 3 Expert

22326 Answers

Ronny Bennett Sr.
Ronny Bennett Sr.

Level 3 Expert

6927 Answers

Are you a Volvo Expert? Answer questions, earn points and help others

Answer questions

Manuals & User Guides