P0108 on 2010-2017 Volvo XC60 T5: Manifold Pressure Sensor High Causes and Fixes

What's Unique About the 2010-2017 Volvo XC60

The key challenge with the 2010-2017 XC60 'T5' is that this designation refers to two different engines. From 2010 to mid-2014, the T5 was a 2.5L 5-cylinder turbo. From 2014.5 onward, the T5 became a 2.0L 4-cylinder 'Drive-E' engine. These engines have different MAP sensor locations and part numbers. It is crucial to identify which engine your vehicle has before ordering parts. The 5-cylinder sensor is often on the charge air pipe or intake manifold. The 4-cylinder Drive-E sensor is typically located on the intercooler's end cap, near the bottom right side of the engine bay, and can be difficult to access.

Symptoms You May Notice

• Check Engine Light illuminated.
• Rough or unstable idle.
• Hesitation or sluggish acceleration.
• Reduced fuel economy.
• Strong smell of fuel from the exhaust.
• Black smoke from the exhaust.
• Engine may be hard to start or stall intermittently.
• Engine surging or cutting out.

Most Likely Causes

1. Faulty MAP Sensor 🔴 High Probability → Shop Manifold Absolute Pressure Sensor Sensors can fail electronically over time, sending a constant high-voltage signal regardless of actual pressure. They are also prone to contamination from oil vapor from the PCV (Positive Crankcase Ventilation) system, which is common in turbocharged engines. This oil can coat the sensor element and cause incorrect readings.
   How to confirm: With the key on and engine off, use an OBD-II scanner to compare the MAP sensor reading to the Barometric Pressure (BARO) reading. They should be nearly identical. A difference of more than 0.5 volts is a strong indicator of a bad sensor. 🎬 Watch this guide on the common causes and fixes for P0108. If the MAP reading is stuck high (e.g., near 5 volts), the sensor is faulty. Visually inspect the sensor for oil contamination when removed.
   Typical fix: Replace the MAP sensor and its O-ring, then clear the trouble code.
   Est. part cost: $60-$150
2. Wiring or Connector Issue 🟡 Medium Probability Engine bay heat and vibrations can cause wires to fray, insulation to crack, or connectors to become corroded or loose over time. A short in the signal wire to the 5-volt reference wire will cause a constant high reading.
   How to confirm: Visually inspect the MAP sensor's wiring harness for any signs of damage, melting, or corrosion. Check that the connector is securely plugged in. Use a multimeter to test for a stable 5-volt reference, a good ground, and check the signal wire for a short to voltage with the sensor unplugged. 🎬 Watch: How to test and replace a MAP sensor with P0108 codes.
   Typical fix: Repair the damaged section of wiring or clean/replace the connector.
   Est. part cost: $5-$50
3. Major Vacuum Leak ⚪ Low Probability While less common for a 'high input' code, a significant post-throttle leak could theoretically alter manifold pressure. Rubber and plastic vacuum hoses, intake gaskets, and the PCV diaphragm can become brittle and crack with age.
   How to confirm: A vacuum leak large enough to cause P0108 would likely cause very poor and loud engine running. A smoke test is the most effective way to find leaks in the intake manifold, gaskets, and vacuum lines. Alternatively, you can carefully spray starter fluid near suspected leak points and listen for a change in engine RPM.
   Typical fix: Replace the cracked hose, leaking gasket, or faulty component causing the leak.
   Est. part cost: $10-$200

Rare But Worth Checking

• Clogged Catalytic Converter: A severely restricted exhaust can cause pressure to build up in the intake manifold, which could theoretically trigger a P0108 code. This would typically be accompanied by other codes (like P0420) and a severe loss of power, especially at higher RPMs.
• Faulty ECM: In very rare cases, the Engine Control Module itself can have a fault in the sensor input circuit, causing it to misinterpret a normal signal as high. This should only be considered after all other possibilities, including wiring and the sensor itself, have been exhaustively ruled out.

Diagnosis Steps

1. Read Codes: Use an OBD-II scanner to confirm P0108 and check for any other stored codes. Note any related codes like P0172 or P0069.
2. Live Data Check (KOEO): With the Key On, Engine Off, view live data on your scanner. Compare the 'MAP' reading to the 'BARO' reading. They should be within a few tenths of a volt of each other. If MAP is stuck high (near 5V), the sensor is the primary suspect.
3. Visual Inspection: Inspect the MAP sensor's electrical connector and wiring for any visible damage, corrosion, or loose connections. Trace the harness as far back as possible.
4. Clean the Sensor: Remove the MAP sensor and inspect its port. If it is oily or clogged with carbon, this is a significant clue. Clean it carefully with a dedicated sensor cleaner or electronics cleaner. Do not use aggressive chemicals like brake cleaner.
🎬 See this walkthrough on removing and cleaning a Volvo MAP sensor.
5. Check for Vacuum Leaks: Perform a smoke test to check for leaks at the intake manifold gaskets, throttle body, and all vacuum hoses. A large leak can cause erratic sensor readings.
6. Test the Circuit: If the problem persists, unplug the sensor. Use a multimeter to verify the connector has a 5V reference wire, a good ground wire, and that the signal wire isn't shorted to power. A reading of 5V on the signal wire with the sensor unplugged indicates a short in the harness.
7. Replace the Sensor: If the circuit tests good and cleaning the sensor didn't work, the sensor has likely failed internally and should be replaced. Ensure you are using the correct part number for your specific engine (2.5T vs 2.0L Drive-E).

Parts You'll Likely Need

• Manifold Absolute Pressure (MAP) Sensor (OEM #31372487 (for 2.0L 4-Cyl Drive-E) / 31355463 or 31355464 (for 2.5L 5-Cyl)) — This sensor is the most frequent cause of a P0108 code due to internal electronic failure or contamination from PCV oil vapor.
  Trusted brands: Bosch, Genuine Volvo, Meyle
  OEM price range: $120-$180
  Aftermarket price range: $55-$110

Related Codes That Often Appear With This One

• P0069 — This code indicates a MAP/Barometric Pressure correlation issue, which often appears when the MAP sensor's reading at startup doesn't match the BARO sensor's reading.
• P0172 — This code means 'System Too Rich'. It can be triggered alongside P0108 because the faulty high MAP signal causes the ECM to inject excessive fuel.
• P0107 — This code for 'MAP Circuit Low Input' can sometimes appear intermittently with P0108 if there is a wiring issue causing the signal to fluctuate wildly between shorting to ground and shorting to power.

Platform-Specific Known Issues

• Oil Contamination on Drive-E Engines: On the 2.0L 'Drive-E' T5 engine, there are owner reports of the MAP sensor becoming fouled with oil from the PCV system. This can lead to a P0108 code. Cleaning the sensor may be a temporary fix, but if the PCV system itself is faulty (e.g., a torn diaphragm), the problem will likely recur until the PCV issue is addressed. When replacing the sensor, it's wise to inspect the intake for excessive oil.
• Difficult Sensor Access on Drive-E Engines: Owners of 2014.5+ XC60 T5 models with the 2.0L Drive-E engine report that the MAP sensor is located on the bottom of the intercooler, making it very difficult to access without removing other components or getting underneath the car.

Mechanic-Grade Diagnostic Values

• MAP Sensor 5V Reference Supply — expected: ~5.0 Volts. Failure: Voltage significantly lower than 5.0V indicates a wiring issue or faulty ECM. Test by back-probing the reference wire at the sensor connector with key on, engine off.
• MAP Sensor Ground Circuit — expected: Less than 100mV (0.1V). Failure: Voltage higher than 100mV indicates high resistance in the ground circuit, which can skew sensor readings.
• MAP Sensor Signal Voltage (Key On, Engine Off) — expected: ~4.5 Volts (at sea level). Failure: A reading stuck at 5.0V or significantly lower than atmospheric pressure indicates a faulty sensor or a short/open in the signal wire.
• MAP Sensor Signal Voltage (Engine Idling) — expected: 1.0 - 2.0 Volts. Failure: Voltage remaining high (near 4.5V) at idle confirms the 'High Input' condition and points towards a bad sensor, major vacuum leak, or wiring short.

Hidden / Shadow Codes Worth Checking

• ECM-P010800: This is the Volvo-specific Diagnostic Trouble Code (DTC) for 'Manifold Absolute Pressure/Barometric Pressure Circuit High'. The suffix '00' is a generic qualifier, but VIDA (Volvo's diagnostic software) provides a detailed fault-tracing procedure for this specific code. (see via Volvo VIDA diagnostic software or a high-end professional scanner capable of reading manufacturer-specific codes.)

Scan Tool Commands That Help

• Volvo VIDA: Reading engine data parameters — In VIDA, a technician can monitor the 'Intake manifold pressure sensor signal' and compare it to the 'Atmospheric pressure sensor signal' with the engine off. This is the most precise way to perform the KOEO check mentioned in the standard diagnosis, as VIDA provides expected values and highlights any deviation.
• Volvo VIDA: Fault Trace — When ECM-P010800 is stored, VIDA initiates a guided 'Fault Trace' sequence. This provides the technician with step-by-step checks, including wiring diagrams, connector pinouts, and expected values, which is invaluable for diagnosing complex wiring issues versus a simple sensor failure.

Wiring & Ground Locations

• Engine Ground Point (General) — For 2010-2014 models, a primary engine-related ground point is often located on the cylinder head or engine block near the intake manifold. A wiring diagram for the 2010 XC60 shows multiple key ground points, such as 31/83 and 31/84, in the engine bay.. The MAP sensor relies on a clean ground reference to provide an accurate signal. High resistance at a primary engine ground point can cause the sensor's reading to float high, triggering a P0108 without the sensor itself being faulty.
• MAP Sensor Connector (T6 Example) — On a similar 2010 T6 engine, the MAP sensor connector (component 7/165 in some diagrams) has four wires: Gray (to ECM A:47), Gray/Orange (to ECM A:72), Blue/Brown (to ECM A:13), and Green/Brown (to ECM A:37). While not the T5, this illustrates the specific pinout data available in Volvo EWDs.. Knowing the specific wire colors and their corresponding ECM pin locations is critical for performing continuity and short-to-ground/power tests on the harness, which is the definitive way to rule out a wiring fault.
• Main Chassis Ground Post — There is a dedicated main ground post in the engine bay, typically located near the fuse box and the positive jump-start terminal.. When performing multimeter tests, using this known-good ground post as the reference for the black probe ensures accurate voltage readings from the sensor's power, signal, and ground wires.

Real Owner Repair Stories

• VolvoForums user 'tech' (Volvo S70 (similar P2 platform electronics)) — P0108 code returned immediately after replacing the MAP sensor.
  ❌ Tried (didn't work) Replacing the MAP sensor with a new part.
  ✅ What actually fixed it The owner blew into the old, original sensor with compressed air and reinstalled it, which resolved the code. This suggests the initial failure was minor contamination and the 'new' replacement part was potentially dead-on-arrival (DOA). Another user in the same thread confirmed a new sensor failed on them and had to be replaced again under warranty.
• YouTube user comment on 'Volvo xc90 failed inspection P0108' (Volvo XC90 (similar engine controls)) — Persistent P0108 code after changing the sensor.
  ❌ Tried (didn't work) Replacing the MAP sensor.
  ✅ What actually fixed it The actual cause was a broken locking tab on the electrical connector for the MAP sensor. This allowed the connector to vibrate and lose a solid connection, mimicking a sensor failure. Replacing the connector pigtail permanently fixed the issue.

"I Checked Everything" — The Actual Cause

• A common scenario for a recurring P0108, especially on the 2.0L Drive-E engine, is a failing PCV oil trap or diaphragm. A smoke test of the intake manifold will come back clean because the issue is not a traditional vacuum leak. Instead, the faulty PCV system allows excessive crankcase pressure and oil vapor to be pushed into the intake, where it contaminates and fouls the MAP sensor. The sensor itself isn't necessarily bad, but it cannot read correctly when coated in oil. The root cause is the PCV system, and the P0108 is the symptom.

When the Usual Fixes Don't Work

• While a faulty MAP sensor is the most common cause, there are numerous forum reports where replacing the sensor did not fix the P0108 code. In one case, the issue was a new sensor that was dead-on-arrival, and the problem was only solved after a second replacement. In another instance, the locking tab on the sensor's electrical connector was broken, causing a poor connection that triggered the code; the fix was a new connector pigtail, not another sensor. These cases highlight the importance of verifying the entire circuit—including the connector's physical integrity and the quality of the replacement part—before assuming a deeper issue.

OEM Part Supersession History

• 30622083, 31303975 → 31355463 — Standard part evolution for improved reliability or manufacturing process changes.
  Heads up: These part numbers apply to the 2.5L 5-cylinder T5 engine. They are not compatible with the 2.0L 4-cylinder Drive-E engine, which uses part number 31372487.

Model Year Variations Within This Range

• 2010-2014.5 (5-Cylinder T5): Uses MAP sensor part number 31355463 (or its predecessors). The sensor is typically located on the intake manifold or charge pipe and is relatively easy to access.
• 2014.5-2017 (4-Cylinder Drive-E T5): Uses MAP sensor part number 31372487. The sensor is located on the bottom of the intercooler, making access significantly more difficult. These engines are also more frequently cited for PCV-related oil fouling of the MAP sensor.

Diagnostic Flowchart

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P0172 — System Too Rich. Explicitly noted in the diagnostic steps as a companion code, often appearing alongside P0108 because a falsely high MAP reading causes the engine computer to inject too much fuel, leading to the strong fuel smell and black smoke symptoms.
• P0069 — MAP/BARO Correlation. Explicitly noted in the diagnostic steps. This code triggers when the MAP sensor reading and the Barometric Pressure (BARO) reading do not match when the key is on and the engine is off.
• P0107 — MAP Sensor Circuit Low Input. The electrical opposite of P0108. It shares the exact same root causes regarding wiring harness damage, connector corrosion, or internal sensor failure.
• P0171 — System Too Lean. Directly related to the 'Major Vacuum Leak' common cause. A significant post-throttle leak (like cracked vacuum hoses or intake gaskets) alters manifold pressure and can trigger both MAP and lean condition codes.
• P0300 — Random/Multiple Cylinder Misfire. Often appears as a secondary code due to the 'rough or unstable idle' and 'engine surging or cutting out' symptoms caused by the extreme fueling inaccuracies of a failed MAP sensor.

Frequently Asked Questions