posted by
someone claiming to be Greg N
on
Sat Dec 20 09:41 CST 2008 [ RELATED]
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1994 940 Turbo.
First belt replaced by P.O. at 90K miles. Current mileage 178K miles.
I was getting a squeal yesterday at the front of the engine, not an accessory.
This morning, I went to start it and it sounded funny and I was sure the T belt had failed. The car usually starts immediately.
I pulled back the top timing belt cover and noted that the belt still appears to have tension on it, maybe not as tight as usual, but still tension. The crank and accessories rotate but the cam doesn't. Is this a T belt failure with the belt jammed or is it a crank or cam pulley failure (cam pulley appeared intact unless the key has spun out.) or some other T belt drive train failure?
I have all of the parts in the garage, thinking I had about 15K miles to go, but won't be able to work on the car until a few days from now.
Any thoughts would be appreciated.
Sincerely,
Greg
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Greg:
I'd almost bet that some of the timing belt teeth have disintegrated. It happened to me several years ago. The crank gear is now just slipping across the smooth outer layer of the belt. The most strain on a timing belt usually occurs when starting or at idle, so that would also support this theory.
The best thing about it: On a Volvo, this repair will only cost you the $12-15 for the belt! Gotta love it.
Hope your Christmas is a great one.
--
Guid ('92 745 257k, '91 940 SE 278k,)
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From the belt mileages you mention, it seems like you believe that the round-tooth belts have a 100,000 mile replacement interval. I think that's a general belief, but a mistaken one.
I don't have a turbo, but my '93 940 Owner's manual states a 50,000 mile replacement for all engines except the B230 FD, which has the 100,000 mile spec. That would mean an engine type # of 83 in the VIN vs an 86 (turbo EGR) or 87 (turbo w/o EGR or NA B230F).
Maybe the '94 specs are different—but if not, then trying for 100,000 miles on anything but a B230 FD is not recommended. What does you '94 Owner's Manual say in section 8?
What's unique about the FD engine that allows the longer interval? I wish I knew, but have never been able to chase it down.
--
Bruce Young, '93 940-NA (current), 240s (one V8), 140s, 122s, since '63.
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posted by
someone claiming to be GregN
on
Wed Dec 24 04:25 CST 2008 [ RELATED]
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Bruce,
My model is a Turbo and an EGR model. The change interval on this is 100K miles. The manual also lists the 230FD/B with the same change interval. The straight 230F/FT lists the 50K change interval. My guess is the EGR model was probably a California car.
I know that the 94 and I think 93+ cars went to rounded tooth timing belts. I am not sure when California made its emission control equipment warranties but they are the most stringent. I think the gear has to last to 100K miles.
Sincerely,
Greg
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Have someone crank the engine while you shine a flashlight (if needed) into the oil filler. If the cam's not turning, your belt is toast. There is a rubber plug on the front of the cam belt cover; behind it is the cam tensioner adjustment bolt. Few people ever do it, but if you'll loosen the bolt and then re-tighten it your belt will last much longer.
--
When Volvos are outlawed, only outlaws will have Volvos!!
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posted by
someone claiming to be Greg N
on
Sun Dec 21 06:16 CST 2008 [ RELATED]
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Thanks for the reply. I had pulled the upper timing belt cover, at least opened it up, and saw that the belt and cam were not turning as the motor was cranked. I am hoping that it is a belt tooth/teeth failure. I guess I figured the belt failure would be an actual breakage of the belt but on reflection realize that a tooth failure is more probable. The "accessory" noise that I located to the T belt area leads me to believe that the tensioner pulley may have seized. The original belt was changed by the PO at 90K miles. I bet that the PO had the belt replaced but not the pulley. This belt lasted to about 88K miles.
Are you recommending tensioning the belt past the initial 600 mile interval, i.e. every 20K miles or so?
Thanks.
Sincerely,
Greg
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I've actually stripped a timing belt in 5k miles/11 months. Granted, my car is a moderately modified turbo...but the belt stripped while idling at a stop light. My car is older and uses the square tooth belts and it was a Goodyear Gatorback. I've since been told by more than one source that Continental belts most closely emulate the teeth of both the square and rount tooth varieties.
--
When Volvos are outlawed, only outlaws will have Volvos!!
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I just did one of these. A more elaborate post is due. But this will give a brief description.
My son's car had blown the head gasket. I pulled the head, and he had it milled and suck checked. I finished the job on Tuesday the 9th of this December. I told my son to change the oil. He decided he knew better and didn't change the oil. On Thursday night, this 11th of December, the cam seized to the followers with a sticky goo from the antifreeze in the oil. Fortunately it happened in the driveway. When he went to start the car, the crank timing gear sheared four teeth off of the belt.
My son cleaned the cam and followers with WD40 and a lot of work. With a fresh oil change and a new timing belt, the car continues to run fine.
--
john
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posted by
someone claiming to be Greg N
on
Sun Dec 21 06:10 CST 2008 [ RELATED]
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John,
Thanks for the reply. The car was running great except for some "accessory bearing" noise. Starting up the next morning was the issue. I think I lost some teeth like you said but hope it is due to some cam and crank seal leaks plus 88K miles!
I'll let you know what happened next week.
I'm glad this didn't happen during rush hour on the way home Friday!
Sincerely,
Greg
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posted by
someone claiming to be Greg N
on
Sat Dec 20 09:42 CST 2008 [ RELATED]
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I left out one fact: The T belt does not rotate even though it appears to have enough tension.
Sincerely,
Greg
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Sometimes the teeth shear off and the damage is not visible until the belt is off. Noramlly this is caused by an oil contamination from one of the seals. Make certain to replace the seals and tensioner while you have it down. The 700/900 FAQs are a great help!
Regards,
--
Will Dallas, www.willdallas.us, www.willdallas.org, www.willdallas.com, www.dallasprecision.com 86 245 DL 222K miles, 93 940 260K miles, 88 765 GLE 152K miles, 88 780 246K miles
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posted by
someone claiming to be Greg N
on
Sat Dec 20 16:19 CST 2008 [ RELATED]
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Big Harry,
Thanks. I was thinking of that after I posted. I believe that there are small leaks at the cam and crankshaft seals. The belt looks dry but regardless, I have seals for the cam, intermediate, and crank shafts. I also have a new tensioner and all of the associated hardware as well as new timing belt covers. I guess the turbo heat really attacked the plastic. I was hoping to get another 10K miles or so out of the belt.
The missing teeth makes sense. I won't be surprised if I find the tensioner is tough to turn or seized. My guess is I shredded the teeth when I went to start it this morning. Thank goodness it is a non-interference engine.
I'll post the repair when I finish it.
I guess the lesson learned for my other interference engine vehicles is to change the belt 20K miles early!
Sincerely,
Greg
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