Hi all this is a repeat post from the 1800

Can any one advise of the clutch fork travel when depressed on a 1970 122

Thanks David

Thanks everyone

A short story

I have fitted an m410 to my 122 and am using a wilwood pull type slave cylinder

my memory is short but i found i had to put a nut behind the fork pivot joint

the gear box has been rebuilt and the nut not replaced as i was hoping that everything would be ok

the slave cylinder pulls 1.375" which i was hoping would be enough to release

i inspected the fork before reinstalling and it was ok

i will have another look today if i can determine any fractures etc

i dont want to have to pull the box back out as my advancing age and crappy medical conditions will make it very difficult

looking for inspiration

regards David

Why this question?

If the problem is with clutch activation - check your clutch pedal free play before you start taking things apart.

May we assume you are having trouble fully disengaging the clutch with the engine running on a car with a cable operated clutch release fork?

FYI, Volvo updated the clutch release fork as they were bending.

BTW, about 5 years ago when we tried to use 1 of the newly offered aftermarket clutch release forks, we couldn't get it to fully release, so we now only will install original updated Volvo clutch release forks.

I have no idea if they fixed this problem, but once bitten, twice shy.
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Eric
Hi Performance Automotive Service (formerly OVO or Old Volvos Only)
Torrance, CA 90502
hiperformanceautoservice.com or oldvolvosonly.com

Having never seen a P1800E M400, I didn't know they are different to the 164 M400??

Technically, Volvo never made an M400 for the 1800E, only an M410 which has the overdrive.

The 164 Volvos could be equipped with either an M400 or an M410 manual transmission.

And the parts for the clutch actuation are different based on which bellhousing is being used, either for a 4 cylinder or for the 6 cylinder.

The 4 cylinder M410 bellhousing uses the same release fork as all of the 122, 1800, 140 and 240 Volvos with 4 cylinder engines that use a cable operated clutch.

While the 6 cylinder bellhousing uses a lever with a shaft with fork that goes inside the bellhousing like an air cooled VW to move the release bearing.

FYI, it is possible to make an M400 fit a 4 cylinder by transferring parts from an M410 transmission for a 4 cylinder. In fact, we built 1 ourselves for our B20 powered Mini Pro Stock race car we used to field.

We only raced circle tracks and the race car had a quick change rear end so we adjust our final drive for different types and lengths of race tracks, so we didn't need a 5th gear.
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Eric
Hi Performance Automotive Service (formerly OVO or Old Volvos Only)
Torrance, CA 90502
hiperformanceautoservice.com or oldvolvosonly.com

Thanks for the education!

OK: Some P1800E's got the M410 & they have the same clutch fork as a M40?

I have a trio of B30 RHD M400, they have the bellousing with the truck style clutch fork & the place for a cable mounted up top, the RHD.au cars have a hump in the firewall for possible cable mounting. (From that I assume LHD & RHD cars have the same firewall & probably the same body.)

RHD.au 164 M400's have a hydraulic clutch, the slave cylinder being mounted low on the bellhousing with a shorter lever in upside down position.

.....Anyhow, with a stock M40 clutch fork, I have never seen a bent clutch fork with a clutch with near twice stock clamp pressure & the pedal is like a brick, so I find it hard to believe the B20E M410 clutch fork can bend if it is the same as a 140+ M40 clutch fork.

This is not a repeat question.

This question is for M40 boxes.
The 1800 question is for M400 boxes.

They have completely different clutch forks, the M400 having a heavy truck style & is upside down. In RHD countries, the M400 has a hydraulic clutch.

Have you had the luck to acquire an exceedingly rare M400 or M410?