The 1967 122S is finally back to operational status as of late yesterday afternoon. I would like to first thank
hiperfauto with sharing both advice as well as lending the Volvo special tool for reinstalling the new camshaft gear into place. Secondly appreciation and thanks to the others who responded to my various posts with information, experiences and support. If not already evident, this was the first time time I have needed to replace the timing gears on the B18/B20. While the job is pretty straightforward, this one presented a challenge or two along the way.
Finishing the Job
My initial target was try and get the 122 up and running last Thursday as there street cleaning happens on Friday morning. On Wednesday afternoon found out USPS would not be delivering the installation tool until Friday afternoon, I knew this was not going to happen. Went out and poked around the 122 until the trio of parking enforcement officers made their run down the hill handing out tardy awards to the various cars. I explained the 122 was currently not starting and the first two grumpily nodded and moved on. The third one stopped and then responded, "This thing won't be here next Friday will it? I have to ask." I assured them it would not and they headed down the hill towards the next award winner. Friday afternoon the tool finally arrived but not in time enough to put it to use. On Sunday afternoon, it is time to get this wrapped up.
To help with access to the front of the engine, the drivers side grill is removed off of the nose. In looking at the camshaft keyway, decide to off-center it a bit as I will need to adjust the crankshaft gear position to help slide the gear into place. After a bit of wrestling I get the cam gear seated and then when looking from the front notice the timing marks are not lining up, its a tooth off.
Readjust both the position of the camshaft and crankshaft and the second attempt the timing marks are correctly aligned. By hand I am able to get the fiber gear pretty well seated and constantly checking to make sure the Woodruff key is in place. Install the special tool onto the end of the camshaft and snug it up. Slowly bring the gear into position as well as rotating the cam gear slightly to help it seat.
Hiperauto relayed the tip of feeding a towel into the gears when torquing the camshaft nut. Hearing the "click" from the wrench is a totally satisfying sound.
This is something I should have done before installing the camshaft gear. Remove the oil sprayer nozzle sitting above the camshaft gear and clean it out by spraing brake cleaner through it then put back into place. Squirting some oil onto the teeth of the fiber gear and spin the engine to help distirbute it.
Apply a small bit of gasket paste onto the bottom corners of the timing cover and slip it onto the front of the engine. Tighten down all of the fastereners as well as the two oil pan bolts. Install the crankshaft pulley and as a final check, rotate the engine to TDC and compare the timing mark to the position of the distributor rotor. The fan, pulley and accessory belt are put back into place completing things on the engine itself. Drop the radiator in and reconnect the hoses and tighten down the clamps. Jump behind the wheel to start the engine. It cranks for a second before coming to life and settling into a steady idle. Success!
.
