Anyone have info on whether an M47 from a 240 can be swapped into a 940? Things I'm curious about are transferring the clutch assembly, rear end and if the drive shaft is a different length.

I would expect to be able to swap an M47 from a 740 into a 940 because it's essentially the same car. I'm just wondering how different the 240 is from the 940 and if a swap is possible.
--
94 940 n/a 320k+ and rolling, owned 18 yrs; sold 92 745T; sold 88 764T

I would think that the best way to approach this project would be to find a complete 740 manual trans car - or at least complete in terms of all the important stuff. That would give you ALL of the little tid-bits that you'll need without a lot of fussing around with adapting pedals, drive shaft, cross member, rear mount, wiring (albeit minor), different ratio rear end, and the list doesn't end....

I did what I consider to be a "proper" auto-to-manual trans conversion in my '73 1800. Although it's a much different car the basics are the same. Looking back, I don't know how I would have pulled it off without having a complete donor car from which to pull parts.

I'm not entirely sure. The auld, owld, as ye olde brain bulb is fuzzy.

I performed some research for you and Google is again ever more useless. Bing appears to follow the same route. So, to the oft-used aphorism, IIRC ...

The shift lever linkage attached to M47 & M47 II for 240 is different and is a shorter length from the rear of the gearbox. The linkage used for M47 & M47 II 240 is more of a cage, I guess.

On 700/900, behind a four cylinder red block non-turbo, the linkage on an M47 and M47 II is longer and appears as a solid cast aluminum alloy linkage like that on M40/400/41/410 on 100-series.

Again, IIRC, and others here and at our beloved Turbobricks will know better than me.

A 1994 940 such as yours is crank (angle) position sensor for Bosch EZK116 ignition or on your 1994 940, I guess, Motronic. So the bellhousing attached comprising the M47 assembly you plan or hope to swap into your 1994 940 non-Turbo (or normally aspired, yet I may write aspried, tee hee!), must include the notch at the bellhousing top to accommodate the crank position sensor bracket.

You will also need a driveshaft to suit this application, with the flex coupler disk guibo (not giubo as Uncle Arty B. corrects us some years ago), a transmission mount bracket as they don't swap between 200 and 700/900, a bolt on or fabricated pedal box for clutch pedal, and some other odds and ends. And a cable (preferred) or hydraulic-actuated clutch.

You'll take the large or high mass 'dog dish' flywheel and all bits backward inside the bellhousing with M47. Take all components. I suspect you'll have some fabrication to fit the bits from the output flange backward. A 240 M47 driveshaft is shorter then the same from the factory setup on non Turbo 700 / 900. Use the flex coupler guibo disk. Get a new flex disk also.

Use this flex disk:
https://www.amazon.com/SGF-GAB01-017-German-Coupler-30-00mm/dp/B00MYF4AVY/ref=sr_1_15/184-7806471-6842441?m=AV70LXAZO17XA&s=merchant-items&ie=UTF8&qid=1461426967&sr=1-15

The SGF GAB01 017 is a drop in fit yet is beefier than the made by SGF model Volvo sells. Don't use aftermarket!

The wire harness for your engine control has a jumper someplace, I believe under the left side foot well, that you change so engine control operates as if the driveline is manual transmission fitted.

Take care with a used M47 or M47 II. For mileage or prior owner abuse or the wrong gearbox lube. If the M47 gearbox you covet has been removed from the 240, inspect the fluid and the magnet loads in the fill and drain plugs. If the fluid is brown from extreme age, has silver flecks in the old fluid, or shows leaking at the stupid paper thin gaskets Volvo specified here, or the stupid easily dislodged shift lever shaft seal (on the rear gearbox proper wall, not the rear splash / fifth gear chamber), it may help reduce your risk to perform some manner of restoration by replacing these paper thin and now brittle seals, other seals like the input shaft and final output flange seal, and the top plate seal.

You may want to inspect the synchros and main and layshaft bearings also, if from a high mileage 240.

If in good condition, with quality synthetic gearbox oil, and driven gently, as in don't force the shifts, M47 may endure as long as you own your 1994 940.

For gearbox oil, I use and much prefer the Super Shift® Racing Transmission Fluid SAE 10W
https://www.amsoil.com/p/super-shift-racing-transmission-fluid-sae-10w-art/

It is Ford "Type F" compliant.

There exist articles by Turbobricks and Brickboard user vvpete mentions the Volvo lubricant Volvo PN 1161645 for M47 as the same as that used to factory fill the M47 gearbox.

Also, search for articles about overfilling the gearbox by raising the fill and drain plug side of the RWD Volvo on filling it.

http://www.brickboard.com/FAQ/700-900/TransmissionManual.htm

Helpful not helpful, FAQ.

Search for articles here and on Turbobricks for more info on such swaps.

Don't put M47 behind a Turbo motor. M47 is a frail thing yet lasts with care and normal driving. Not burnouts as on the sometimes stupid facebook RWD forums.

Questions?

Does that help?

Happy Friday.

No Buttermilk and Sourdough Boyeeeeeeeeeeeeee

Thanks, KittysGreyVolvo! You pointed out some things worth noting. Sounds like it is not the most simple job, which is what I suspected, but doable for someone with know-how.

One question, though. Wouldn't the bell housing on a 92-93 240 be notched for the crank position sensor? Correct me if I'm wrong, it is the same engine in the 240, right? Or did they run a different ignition system even in 93?
--
94 940 n/a 320k+ and rolling, owned 18 yrs; sold 92 745T; sold 88 764T

Yep, bellhousing for 240 with EZK116 and Motronic using the crank position sensor started for the 1989 model year.

In North American US market and I guess the same for Canada.

Also, on 700/900, models equipped with (Siemens) Bendix Rex ignition / Regina injection also use the crank position (or angle) sensor and are also notched. I guess from 1989-1992 Volvo 740 Normally aspired (non-turbo) and some 1992-1994 (?) 940 series also normally aspired. Though a 940 with M47 normally aspired with 4-cylinder redblock, well, haystacks and a needle in North America. All 940s used AW7x.

However I did find a 1992 940 normally aspired with M47 in TX-state on a used car board over a decade ago.

Turbo 700 / 900 with 4-cylinder redblock if manual gearbox-equipped would use M46. If Turbo equipped, these suffer a harder use if not outright abused and neglected. Hmmm, all are abused and neglected.

An alternative is a used Tremec T-5. A bellhousng adapter exists, so I read. Yet requires drive shaft, input shaft, and other modifications to fit.

One take on the adapter plate as a kit:
https://www.deeworks.ca/product/t5-adapter/

Others solutions exist.

Found it! Please see this page:
https://people.physics.anu.edu.au/~amh110/Supra/supra_in_volvo_240.htm

More info here:
https://people.physics.anu.edu.au/~amh110/Technical_pages/hyde_quick_tech_index.htm

Maybe we'd all like the M51 or M90 ...

You can find YouTube videos that treat AW7x to manual gear box swap - M47, M46, Tremec T-5, and others like BMW and Toyota Supra gearboxes.

Questions?

Hope that halpz.

I'll ask if ...

May work with cable actuated clutch for your planned M47 swap.

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In Greensboro NC

Hope that helps.