As noted by others, the 013 with the Vee shaped notch is the correct AAV for a B20E. When you did your hot water test on the replacement AAV test to confirm that the notch was closing did you do a blow test into one of the ports of the AAV to confirm that the AAV is actually sealing? There should be minimal air leakage through the AAV when it is fully closed. According to the Volvo D jet trouble shooting manual when the engine is up to full operating temperature you should be able to completely block the rubber hose between the AAV and the manifold and there should be no change in RPM which implies no air flow through the valve when it is fully closed.

So, the first thing to check is to make sure that when the valve is fully closed it is actually blocking air flow. Make sure that your engine is coming up to correct operating temperature. If you have a low temperature thermostat the AAV may not be going fully closed at idle.

The D jet is a MAP based EFI so any air leaks in the system result in high idle speed. The obvious sources are the injector seals. The other less obvious source is the shaft for the throttle plate. I chased an uncontrollable high idle on my B20E for a couple of months finally narrowing it down to air entering around the throttle plate shaft. The throttle shaft is sealed with felt (the curious little felt washers that are included in some E and F top end gasket kits with no explanation as to where they go). The felt hardens over time becoming useless as a seal. Turns out that with a little work with a drill bit the pintle seal from one of the injectors is a perfect fit and provides a much more durable seal than the felt. Volvo does not list the little felt washer as a separate part so you need to find a top end gasket kit that has them included if you want to continue using the felt washer.

Check to make sure that your throttle plate / throttle stop screw and the throttle position switch are correctly set as per the service manual. In order to get idle set up correctly the throttle stop and the switch are set first and then hot idle speed is adjusted using the idle speed adjustment screw (which assumes that AAV is completely closed).

My B20E idles with a vey slight speed variation (not visible on a dash tach) around 875 RPM. A big bore engine by itself should not require a higher idle speed; however, a camshaft with more overlap will likely require a higher idle speed. Do you know what cam was installed in the engine? The stock D cam in the B20E comes with a fairly aggressive 282 deg (advertised) duration which results in a fairly high idle MAP. If your replacement cam has more duration you are going to have to crank up the hot idle speed, particularly if you combined it with a lightened flywheel.

As an observation, the D jet is a good system; but is not really good at accommodating significant engine modifications. Cranking up the base fuel pressure is a bit of a bodge to increase fuel delivery. D jet 'experts' can modify the system to deal with modified engines; but, that requires some soldering skills to go in and modify the hardwired filter circuits that establish the fuel delivery RPM & MAP profiles.