V70: Electrical How do I access fuse box C ?

[Infradig]

As title really. My 2011 V70 D3 stopped and won't restart this morning.
The symptoms are identical to what it did about 3 months ago, that time the RAC diagnosed a Cam Sensor , which it wasn't!
My excellent local Volvo specialist found it was the fuel pump fuse, so I'm hoping it's the same thing today.
But... I can't work out how to get to the lower underbonnet fuse box, the handbook both paper and online are no help - in fact it says it's a workshop job to change those fuses.
Before I start dismantling and possibly breaking things can anyone tell me how to do it. I could wait till Monday and call Romar but I've got jobs booked in ( I'm an airport private hire driver) and need to be earning!

Any suggestions as to why the fuse has blown again about 20,000 miles after last time , welcome too.

[Simon Jones]

Can't help with accessing the fuses, but with regards the possibility of the fuse blowing again, do you tend to run the tank right down or do you keep it well topped up? The fuel surrounding the pump helps to keep it cool which also reduces to current consumption. Running the tank low will cause the pump to run hotter with higher current requirement.

[FIBAMAN]

Originally Posted by Simon Jones

Can't help with accessing the fuses, but with regards the possibility of the fuse blowing again, do you tend to run the tank right down or do you keep it well topped up? The fuel surrounding the pump helps to keep it cool which also reduces to current consumption. Running the tank low will cause the pump to run hotter with higher current requirement.

Very useful tip Simon, thanks.
I have been running mine down to the reserve light just to assess what actual mileage I can get (car is my first Volvo after 2.5d BMW) rather than relying purely on the instrumentation.

[Semnoz]

Check page 275:

http://az685612.vo.msecnd.net/pdfs/1...EN_tp11753.pdf

I've never tried to access that lower fuse-box - presumably the upper tray must unclip somehow ?

However, I'm not sure the fuel pump fuse is in the engine bay fuse-box. On my 2008 it's under the glove-box, and that looks to be the same for 2011 too, although I'm not 100% sure if 'Fuel Pump' refers to the one in the tank, or the high-pressure pump on the engine.

RE: camshaft sensor - mine had a damaged wire which caused starting problems for a few weeks, but didn't ever cause a problem once running, so if your engine is cutting out when running I doubt its the camshaft sensor.

[Simon Jones]

Originally Posted by FIBAMAN

Very useful tip Simon, thanks.
I have been running mine down to the reserve light just to assess what actual mileage I can get (car is my first Volvo after 2.5d BMW) rather than relying purely on the instrumentation.

The only way to get accurate figures is to brim the tank, drive it, brim tank again & work out consumption based on litres used to drive X miles.

The fuel gauge & warning light is not based entirely on the sensor in the tank so it's not accurate. I run on LPG & can see the petrol gauge & miles to empty reading going down despite no petrol being used. As soon as switch ignition off & on, the gauge & reading reverts back to where it should be.

[Semnoz]

Originally Posted by Simon Jones

The only way to get accurate figures is to brim the tank, drive it, brim tank again & work out consumption based on litres used to drive X miles.

The fuel gauge & warning light is not based entirely on the sensor in the tank so it's not accurate. I run on LPG & can see the petrol gauge & miles to empty reading going down despite no petrol being used. As soon as switch ignition off & on, the gauge & reading reverts back to where it should be.

Can you not just do the following without needing to know how empty the tank is:

1) fill up the tank to one 'click' of the pump
2) reset the trip meter to zero
3) drive until most of the fuel is used (doesn't matter how much)
4) fill up again at the same pump until the first click and note how many litres you've just put in
5) read the trip meter mileage
6) calculate mpg using the values obtained for 4) and 5)

[Simon Jones]

That's pretty much what I said except the method you describe relies on always going back to same pump, and the conditions with the back pressure on the tank and the response of the pump cut-off being identical. Easier to fill it to the brim which is a finite and repeatable point at any petrol station.