Putting the head back together and found an interesting problem. The rear seal on the camshaft, the rubber plug thingy, is different on the new (reconditioned) head than on the old one.



How can I plug the new one? When I put the valve cover on, everything fits and I found the semi circle rubber seal but then the small semi circle on the head itself still isn't plugged.

Hmmmmmm?

I did find this on ipd http://www.ipdusa.com/products/5561/...-seal-retainer, think that would work?

 

In my 87 wagon the full circle was in place and the IPD plate would work to prevent the seal from popping out..and your old head has two screw holes you can screw the plate to

On my 79 242 I have the half circle like the re conditioned one you have...junkyard part or make a temporary one out of rubber or plastic.,,or something till you get the original in.
The IPD plate works as a retainer to the rubber circle and not a substitute..

SO YOU GOT AN OLDER HEAD I GUESS...I COULD BE WRONG...THE HEAD SHOULD WORK EXCEPT YA GOT TO GET THE LITTLE HALF CIRCLE PIA....

 

check out the cam plug FCPeuro sells for $1.15 wild cheap price...!!!!

 

Well, here is the other issue, and you would have thought I had looked at this when the head came in. You are correct it is a different but same head, probably from an older 240. The new (older) head is 1/4" longer than the old (newer) head that was in the car.

It was a spark plug that blew out of the head, hence removing the head and replacement. The spark plug had a time-sert in it but with two problems. The wrong time-sert was used; an insert for a tapered plug was used when it should have been a washer seated insert and no thread locker was used at all, I was able to just unscrew the old insert out.

So I am thinking I can tap the threads again, get the correct insert and use loctite this time and it should be ok. Not the best option but I think that is the way I have to go.

Anyone need a head for an older 240? lol

Oh the joys of being a novice, but truly a lot of fun!!

UPDATE: yeah I screwed the pooch on this one. Looked at the casting number on the reconditioned head I got, 1000398, from a quick googling, looks like it's from a B23 and not a B230.

anyone need a B23 head? LOL LOL

not telling the wife on this one lol

 

Wow a 1/4 inch longer...that sounds bizarre...is it just the edges that are longer? did you try slapping it on just to see if it is thicker walls but bolt patter and other stuff lines up ok?

there was a post on here about a month or less ago with the need to slap on a B23 for a B230 head
I did not follow the post but it might still work. three weeks ago maybe. Pierce answered it I think.

 

Check this out: from URL: What Are The Differences, B21, B23, B230? - Turbobricks Forums

Early B200 and B230, years 1985 to 1988

These are found in Volvo 240, Volvo 300 and Volvo 740 series cars.

Stroke: 80 mm
B200 bore: 88.9 mm
B230 Bore: 96 mm
Con-rod lenght (c to c): 152 mm
Crankshaft main journal diameter: 55 mm
Con-rod's bearing's journal diameter: 49 mm
Wrist pin diameter : 23 mm
Piston height: 39.7 to 41.9 mm
Firing order: 1-3-4-2

These are the so called weak redblocks. They have skinny con-rods, which are also known as 9mm rods. Not suitable for performance applications. The thrust bearing is also situated in the middle of the crankshaft. These too have a cast iron block and cast aluminum cylinder head. The cylinder heads are interchangeable with B19, B21 and B23 engines. Both turbo and NA version have the same crankshafts and connecting rods, only pistons are different.

There is also a boat engine version of this B230, known as Penta. That one has a forged crankshaft.

Late B200, B230 engines, K-block. Years 1989 to 1998.

These are found in Volvo 240, Volvo 300, Volvo 740 and Volvo 940 series cars.

Stroke: 80 mm
B200 bore: 88.9 mm
B230 Bore: 96 mm
Con-rod lenght (c to c): 152 mm
Crankshaft main journal diameter: 63 mm
Con-rod's bearing's journal diameter: 49 mm
Wrist pin diameter: 23 mm
Firing order: 1-3-4-2

This is a revised version of the "low-friction" engine first shown in 1985. The crankshafts thrust bearing is again found at the end of the crankshaft, as in B19, B21 and B23 engines. The con-rods are stronger than in earlier B200 and B230 engines. Those are also known as 13mm con-rods. Same cylinder heads as with earlier B200 and B230 engines. Cylinder heads are also interchangeable with B19, B21 and B23 engines. Both turbo and NA version have the same crankshafts and connecting rods, only pistons are different.

There is also a boat engine version of this B230 too, known as Penta. That one has a forged crankshaft also.