Volvo D6 shift actuator cables

[j24jam]

Hi all,


I've got a problem with one of my D6's shutting down when put into gear. Fault coming up saying 'check shift actuator'.

I've taken off the shift cable and the actuator runs fine, so I assume the shift cable is at fault (maybe sticking??)... Has any one got a solution/ fix for this problem?


Thanks in advance.

 

[volvopaul]

Simple answer is to fit a new cable. Reason is the system is recognising that too much current load is required to operate because the cable is worn out and snagging Inside the liner.
Service item which it's a good idea to change every 3/4 years .

 

[jimmy_the_builder]

As VP says it'll be the cable. You can prove this by disconnecting the cable from the actuator, put a pair of mole grips on the cable and try and operate the selector manually. If it's at all stiff or graunchy (is that a word?) then replace the cable. There's a newer spec of cable available called Xact which you should fit. Don't try and use the actuator with the old cable, it is easy to kill these actuators and it is a £800 bill to replace them.

 

[Andrew38]

Simple answer is to fit a new cable. Reason is the system is recognising that too much current load is required to operate because the cable is worn out and snagging Inside the liner.
Service item which it's a good idea to change every 3/4 years .

Third season this year and have now changed two cables and two actuators - I think the joystick puts even more stress on these items.

 

[volvopaul]

Third season this year and have now changed two cables and two actuators - I think the joystick puts even more stress on these items.

Yep that joystick system sure wears out everything more than the speed of sound! Cables , actuators , linkage , cone clutches ( ££££££) steering rams etc.

 

[volvopaul]

As VP says it'll be the cable. You can prove this by disconnecting the cable from the actuator, put a pair of mole grips on the cable and try and operate the selector manually. If it's at all stiff or graunchy (is that a word?) then replace the cable. There's a newer spec of cable available called Xact which you should fit. Don't try and use the actuator with the old cable, it is easy to kill these actuators and it is a £800 bill to replace them.

Great word jimmy , I'll put that in my reports to owners!!

 

[Geoffs]

Hi all,


I've got a problem with one of my D6's shutting down when put into gear. Fault coming up saying 'check shift actuator'.

I've taken off the shift cable and the actuator runs fine, so I assume the shift cable is at fault (maybe sticking??)... Has any one got a solution/ fix for this problem?


Thanks in advance.

I had exactly the same problem on my D4/DPH set up.

Cable perfectly free with no graunching, nearly replaced actuator, then local engineer suggested a control lever recalibration. Solved problem.

My system done over 1000hrs now. Did have a power trim problem recently (subject of another thread), that's all sorted now.

 

[GrahamHR]

Yep that joystick system sure wears out everything more than the speed of sound! Cables , actuators , linkage , cone clutches ( ££££££) steering rams etc.

EVC controlling shifting ; What a totally stupid, stupid unnecessary complication ( apart from a revenue generator for replacement parts)

The manual shift on my 2004 V8/ DPS was so smooth once I fitted an £40 TFXtreme cable.

Now, I have a system with an electronic control to an actuator (£400) that operates a cable that does exactly the same thing . Just what is the point of that ? It's not an improvement at all.

 

[[2068]]

The advantage of an actuator controlling the shift is that much less force is needed to engage or disengage gears.
On a DP-E, it needs a firm hand, and although it works for me, it's not so easy for Mrs FP.
DP-H has even bigger clutches, so the force needed to shift manually would probably be prohibitive.

 

[GrahamHR]

The DPS took virtually no effort to select gear (once the detent safety button on the lever was depressed). If shifting a DPH/DPR is so much more difficult, surely the geometry of the shift mechanism in the shift/ throttle lever (or on the drive itself) could have been modified to give a more favourable mechanical advantage ? Instead, up to around 2009 on single installations they used an electronic side shift lever with little friction and nothing to prevent accidental selection of gear/ throttle; catching it with a coat was enough to move it. Positively dangerous. A side shift lever with a safety detent button, to prevent accidental gear/ throttle selection, with adjustable friction was an (expensive) extra: as was a kill cord/ switch !!