1990 740 16 valve - problem - do I purchase or not?

sundried · Post by **sundried** » 22 Sep 2009, 16:22

I hope this is the correct section to post - basically have found a very clean 740 wagon 16 valve 1990 200K. Has been carefully looked after - one owner - timinig belt recently done - despite all of this I have been cautioned against buying primarily due to issues related to the 16 valve engine. I will have a pre-inspection done if I decide to proceed but would apprecaite any thoughts or concerns with respect to concerns around the 16 valve and or any specifics I should consider in a pre inspection.

Thanks

DeRail · Post by **DeRail** » 23 Sep 2009, 19:19

I'm not sure of what the issues are pertaining to the 16 valve engine. I do know that it is an interference engine and timing belt maintenance is absolutely critical. Also, it seems that there aren't a lot of 16valve people around, thus it really isn't talked about as much as the standard 8 valve. If you can, get an independent Volvo to look over it before you buy it, they'll know what to look out for. If you can't, check out the links at the top for fcp, ipd, etc and give them a ring, they are very knowledgeable and will let you know what the deal is.

Darrell

Post by **billofdurham** » 24 Sep 2009, 12:19

Welcome to Matthew's Volvo Site.

As Darrell has said the B234F engine is not too common and was phased out in the '93 model year 940.

Timing belt changes are due every 50,000 miles and need to be done on time. One problem that did emerge was a weakness in the bolt on the oil pump pulley which is driven by the timing belt. Some broke and the belt came off causing the same damage as a snapped belt. This only happened after a belt change and it was put down to the bolt being overtorqued during initial assembly. The new belt put undue strain on the bolt causing it to fracture. One side effect of the overtorqued bolt was some of the oil pump pulleys started to crack around the bolt hole. If these cracks spread the pulley removes itself with disastrous consequences. On changing the timing belt the oil pump pulley should be removed, checked for cracks and defects, the bolt replaced with a new one from the dealer (not often I tell people to go to the dealer for parts) and torqued carefully to specifications. If a non-dealer bolt must be used it must be of the proper grade from a reliable source.

Having pointed out these pitfalls I can't see any reason for avoiding the B234F engine as these problems didn't appear on every engine. If the pulley and bolt are checked at the time the belt is changed and any action taken that is necessary the engine will run as long as any other Volvo engine.

Bill.