242 GT cams and improvements

Gilbertelliott

I had one before it was written off in 1980. I now have a December 1980 that does not seem to have the same cam as the 79, so can someone tell me the following: H or K cam? Top revs for a standard motor, and any decent exhausts available? Thanks, Gil Elliott

Forg

Both cars mentioned should have had H cam when new … but all sorts of stuff can have happened in 45 years. From factory the H (GT) gave 140hp & the K (GL & GLE) 133hp, but the condition of a bunch of things affect the remaining horsies left in the stable.

ramrod

Do you know for a fact this engine contains a different cam or are you going off the different feeling of performance you had 45 years ago?

If you’re curious, remove the cover and use a dentists mirror to identify it. The letter is stamped on the rear

Major Ledfoot

The parts book says the B23E GT engines had part numbers 498786 (1979 engine) and 498834 (1980 engine). Red '786' or '834' stickers might still be on the timing covers.

Both had the p/n 1276307-4 head (405 drilled for K-Jet) and cam 1276298-5 (H cam). IIRC the H has about 12mm of lift so… yeah, you can feel the difference.

There was a change of oil pump pipe beginning from 498834 engine number 753. #752 and all 1979 engines used the pipe of the earlier design.

Forg

^ Noting that you can only feel the difference when the rest of the engine’s in the same condition, when looking for a 242 or 244 in the late 90’s, most GT’s felt slower than the 244’s (some of which were even B21E’s).

I don’t know what had been done to it, but the GT I had (which at the time I’d assumed was standard) definitely didn’t have a low-revs torque deficit compared to any other B23E (or B230E/F) car I drove during the years I had it. I mention that because some people experience (and don’t like) a reduction of low revs tractability with the H. Mine was definitely a bit lumpier at idle than (say) my dad’s ‘82 244GLE.

Gilbertelliott

Forg Thank you, Forg. It is coming together and will never be concourse, but so far, I have spent the national deficit on everything a 45-year-old car needs. I am happy to have it reliable, all the switches and gauges working, and able to jump in it and drive it a full day's drive, as I do enjoy all the manual aspects of the car, thanks for the comments regards Gil

Gilbertelliott

Thank you to all who supplied answers and suggestions. I have a new Fuel tank, in-tank pump, and injectors, and the pressures have been checked.

I had the car 7 years ago and bought it from a guy in Adelaide who got it from the Gosford museum when it shut down. I sold it 5 years ago and had several more other GT transactions until it came back for sale in February. I have a mile-long list of what we have fixed or added, and it is a keeper, even though my wife hates it because it was unreliable. Despite its unreliability, I drove it back from Canberra, where it had been living, and completed the journey in 15 hours straight. It has some rust behind the doors, which I need to fix, and the clear coat is a bit ordinary in some areas. I have the new stickers, need a decent panel beater. Jason at Suncoast Euro has been very helpful, and I look forward to the 50th birthday of it All the best Gil

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Forg

Looks pretty schmick, always liked the 1981 front end! 🙂

Anthony

Whatever, the characteristics of the H cam (K-Jet) are that at pretty much 4,500 rpm it takes off and pulls hard all the way to 6,000 rpm. Its what made the GT model exciting .

Slight lope at idle (with engine tuned properly), really needs the extra cc and torque of the 2.3L engine to pull through midrange and make it nice and drivable at lower rpm’s.

Gilbertelliott

Thank you for the info. Next Question, do extractors make a visible increase, and if so where can I get them from? regards Gil

Forg

The factory exhaust is, as far as I know at least, decent enough for the engine.
I’m not really an expert as my focus (in the way-back) was more about turbocharging, but I don’t think you’ll feel much improvement from a new off-the-shelf exhaust manifold.

Anthony

The std cast manifold top section (non turbo) is very well designed for good flow with bottom section being twin pipes as part of the manifold header system.

Not good that the car hasn’t been reliable for you, keep at it it should be one of the very reliable ones.

One always wonders about the condition of the engine bay wiring harness and whether its been rebuilt ‘properly’ due to the era of biodegradable wires

After market engine management system eg. Haltech or Motec will give more zip. But it has to be installed to a high standard.

Gilbertelliott

Thank you, I may look at converting to a factory-based turbo set up ( 7 or 9 series turbo?) so that it is still Volvo but with some get-up-and-go.

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