Genuine Volvo seals only, thanks. It's not a job I relish revisiting because I went cheap on seals.
Before I dove into the job, I put an ounce of UV dye in the oil and drove it 4 or 5 miles around the block. As I was disassembling things I occasionally used the UV light and yellow glasses to see if I could definitively identify where the leak was coming from. Nothing jumped out at me. The lower part of the timing cover had some glowing oil, and the timing belt had a bit of a ghostly shine to it. At the top end the only sign that there might be a leak was some puddles of oil in the cast-in channels where an exhaust VVT solenoid would go if there was one. Those puddles were glowing, so they had clearly been filled up in just the short trip around the block.
Of course, as soon as the cam sprockets were removed, oil dribbled down the front of the crankcase from the camshafts, so it was difficult to say whether any dribbles had been there before removing the sprockets.
I gotta say that replacing the VVT hub wasn't as difficult as all that. I just made sure that I made enough marks on the stationary bits of the engine so that I could duplicate the "swing" of the old hub with the new hub.
And sometimes a job is so much fun that you just gotta do it twice. I did this job over the President's day long weekend. Starting on Saturday I had it all buttoned up and ready to go about noon on Sunday. Fired it up and ..wait, what's that rubbing sound?
Turns out that the new rear timing cover that I had "cleverly" installed had flanges and bits that were supposed to fit behind
the water pump, but I wasn't able to finagle it behind, so I just bolted it in kinda bent. Well, this caused the cover to rub against the back side of the exhaust cam sprocket, making a worrying noise accompanied by the smell of ABS being shaved away by the sprocket. Spent the rest of Sunday trying to carve pieces off of the back timing cover with a piece of hacksaw blade in situ, being reluctant to take all the stuff off the front of the engine again.
To no avail. So pretty much all of Monday was spent re-doing all the work from Saturday and Sunday, save actually replacing the seals. Although the "correct" solution would have been to remove the water pump so that the cover would fit nicely behind it, I didn't have a spare water pump gasket and just didn't want to go that far, so I hacked at the timing cover to provide enough clearance for the pump. Got the thing running again late Monday afternoon and then obsessively checked for oil leaks after each time the wife took the car out. Gradually came to accept that maybe I had actually fixed the sucker.
So this weekend I just replaced the power steering reservoir with a better one I sourced from the wreckers and replaced the murky brown ATF with the recommended Pentosin CHF202 power steering fluid (making a holy mess while trying to purge the old fluid out). Then I discover that the battery had gone flat. Asked the wife, and she says "yes, it's been starting sluggishly lately". I said "that battery is practically new. I installed it just before you drove the car to Canada. When was that again?" After checking some old emails, she came back and said "2013".
Oh. Right. So new battery it is, then. $250 later for a Bosch group 48 AGM battery which I hope will last for the remainder of the life of the car (though I've had such bad experiences with Bosch products of late that I'm a bit leery of this one).
Aaannd I just noticed that the shocks all seem to be shot. Koni FSDs that I installed only, wait, 11 years ago. Hmmmm.
2002 2.9 S80 - Wife's car, the "Silver Flash"
1996 855 Turbo - Formerly daughter's ride. My toy now.
1997 855 GLT - Totalled by daughter. Now she appreciates Volvos.
1984 244 DL B23F - warped head after radiator blew
1982 245 GL B21A - My first Volvo. Sold with 400,000 km on it.
1981 VW Westfalia