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I LOVE the Tram D-201A. I thought it was THE BEST looking BEST performer of its time.

Nice 2K. Catch you on a Videogate sometime.

Nice Navaho, Audio King, I just found your channel, and left a like and I am following. Have a good weekend. Dirty Diaper21 Old Radio Night

My first base station was a realistic Navaho, it was gray with a ground plane antenna in a pine tree, probably mid 70’s , can’t believe that fellow never heard of a Tram when he said he had an old browning, always wanted one of those with a big D104 and a set of moomrakers, was my dream base station back in the day

Beautiful radio,i have three of them.Love the 2000 gtl.

i have that radio, i got it for 80 bucks great deal i have talked from Massachusetts to Sweanse Wales UK, Scotland, Barbados and all down south like Florida,Mississippi, New Orleans, Texas,Oklahoma. and all around

Молодец машинка. моторчик легко запустился

I can’t wait to see how my 6.9 fairs in the winter I have 2 strong 1000 cca batteries and all glow plugs work as should

now this is a real cold start

Hello. what was the problem. was it cem ore other things, Have an 2004 Xc90 and ita has dame syntoms. Cluster go black and all light stop working.Feel som relay on cem is hot. Look to me when relay is cold,all work agen. Have reolaced cem with another used one. But maby the used cem has the same problem,i dont now. so what was the solution for fixing this problem on youre car??

How about 500$?

"I love this truck. I think I'll sell it"! Should your wife be worried? LOL ;)

was what the final verdict on fixing this issue

wow

I've noticed my 94 f250 idi starts just fine even if I don't plug it in during the winter

Beautiful

This happened to me. I took out my CEM and tightened the connection harness clips. My 05 xc90 did this same thing. After I tightened the connections. No more power loss, electronic failure.

How much u asking

How to fix having issue

I'm trying to figure out the technical name of a art I need. It's a 7.3 f250 international motor natural/non turbo. The part is the housing unit where the fuel/water seperator filter screws on to,actually hang from.

What's is that mounted to the dash bellow the speed Gages.

I got an 89 with 7.3 IDI it takes 3 cycles to crank her when it gets cold but she always starts currently 55K miles I love my truck.

What engine did it have, Ive got an 04 t5 fwd and it has never had an issue

Cluster needs dry solder ...its very common

You never mentioned which engine it had. That's a huge factor for these, especially through '07. I had an '04 2.5T with 160k on it, and it ran beautiful. I currently have an '06 V8 with 175k on it, and it purrs like a kitten... or roars like a lion, take you pick. Yes, EVERY vehicle can have problems, and EVERY vehicle WILL have problems at some point. It's a matter of good maintenance, proactive with proper repairs, and being a member of a good forum (swedespeed.com for Volvo).

Cem krijgt geen koeling ,kijk de koeler die bij de cem na.

DO NOT EVER TAKE THAT THING BACK TO THE DEALER ! THE 2004 VOLVO XC90 IS JUST A CRAP CAR! AND I'M NOT TRYING TO OFFEND YOU

So, we mortally wounded the transmission permanently. Ours sat for almost 18 months until we had the money to do the transmission. Got quoted $3500 to $5000. Lucked out and found one at the junk yard for $1100 and put in for $1500. Ouch. Got it put on the road and was once again having electrical issues. The wife got fed up with it and me and started unplugging things to see what happened (she's awesome because she plugged them back in). Found that the key solenoid (not the tumbler but the thingy at the end of the tumbler) when it was unplugged we had a lot of the same problems happen (as well as the car shutting off). Replaced that solenoid and the key antenna. We've been running it for about a month now with no issues (BUT still holding our breath). Hope that helps someone.

CEM is my guess replacing a friend's soon

I have a xc90 and has endless problems. Tire sensors,abs,turbocharge and so on. I have a 03 model!

did you do a glow plug mod on it? I noticed a long cycle and the relay on off time was longer than normal, I could see the voltage guage moving up and down as the glow controller maintained the plug heat at the end of the cycle.

Just what I am looking for.....

Started right up

this happend to me in a 03 acura tl the bat and alt were dead

My is having a very similar issue, How did you solve issue?

Still for sale?

Is this truck still for sale? I'm looking for a clean OBS f250 and the 7.3 idi is awesome.

di is direct injection, idi = indirect injection duhh

I have same freaking issue with 2004 model i have ! seriously VOLVO ! still there is no recall?

Did you know that DI is Powerstroke Diesel Engine and IDI is Detroit Diesel that was built by International not GM AND they are both built by Navistar International not GM.

Ok.....sooo all i hear is a lot off bullshit talk Coming from people that have no clue about anything! First of.... The problem does not effect the drive of the car! Second. The cem is not behind the kick! It's behind the stereo and it's about 800-2000$ to fix it. And last but not least It the 02-03 only that have that problem,not saying that a 05 can't get that problem,but not as frequent

I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.

I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.

I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.

I have a 2004 XC70, which uses a very similar ECM setup as the XC90. My sweetheart and I were driving at night through a secluded part of Vancouver Island when the first failure hit. Only in our case, it was 35 degrees Fahrenheit. After a loud, jarring bang, all the cabin lights illuminated, immediately followed by a "Left Rear Passenger Door Open" message on the MFD. After another few miles, the dash failed completely. Only a 30 minute cooldown allowed the vehicle to operate normally or indeed even start. A terrifying problem to be faced with in the middle of nowhere. After much scouring the forums and some empirical experimentation, I determined that this is a problem with the CEM, mounted behind the dash above the drivers left kick panel. The cabin heater, venting through the foot pan air directors, enveloped the CEM in a stagnant bubble of superheated air that caused the hapless module--already blessed with notoriously bad airflow and excessive shielding--to overheat and fail. Being an IT guy, I've repaired many computers with overheat problems, and the XC70's CEM is no different than any other overheating computer. After removing the CEM, I removed the top of the chromed processor shielding box and elected to leave it off of the CEM. Utilizing forceps and patience, I installed self-stick copper heatsinks--the kind normally used to cool memory modules in high-end gaming rigs--on the processor and every glue chip I could get to. I trimmed the black perforated plastic off of the top using a rotary cutting tool to increase airflow even further. I then affixed a 12v PC chassis cooling fan to the top with tie wraps, such that it constantly blasts circulated air across the planar and heatsinks, and supplied power to it by wiring it into directly into the accessory circuit. I've been pounding on it for the last four days in a winter shakedown roadtrip, through brutal Pacific Northwest winter driving conditions in freezing rain and snow, blasting the heater into the footwell for hours at a time. My XC70 has performed flawlessly. The cooling fan on the CEM, despite its size and relatively rapid RPM, is only audible upon vehicle start and even then only barely. Instead of paying $4,500 for a replacement CEM from Volvo, or $1,000 for an Xemodex refurbishment of my existing CEM, I solved this otherwise terrifying electrical gremlin with about three hours of elbow grease and less than fifteen bucks.

I've got an 04 2.5 with 150k and its still running great I trust it to drive across the country. Look into the heatsinks

How much and where r u located email me m4lover49@gmail.com

Just to clarify, this is the Nampa High School Concert Choir. Not Varsity Chamber, or Women's.

Getting rid of the 04' XC90 was the best decision we could have made. Traded in for a 2012 Subaru Outback and love it. I get that cars have a bad year run and some models are better than others, but because of our interactions with the dealers and manufacturers over this issue, we will never own a Volvo......guaranteed.

Sounds like your CEM needs a software update. These are times when you have to bend over and put some vaselin in you a-hole and take it to the dealer......... if you were closer to us we could do the software update for a fraction of the price but since you're in Idaho it's difficult! These vehicles are very well built......... just for the US market they put "quirks" in them so the owners have to PAY to own them............. sad.................... i've owned many Volvos and they've been great vehicles putting more than 300000 miles on some of them!